Low gravity all-surface vehicle

ABSTRACT

Vehicles are disclosed which have a lower center of gravity than existing all-terrain, amphibious, and unmanned ground vehicles due to the location of propulsion units and other vehicle components inside the wheels of the vehicle. The vehicles can climb over large obstacles yet are also able to corner at high speeds. The vehicles can be configured for direct manual operation or operation by remote control, and can also be configured for a wide variety of missions.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. patent applicationSer. No. 15/272,721, filed Sep. 22, 2016, which claims the benefit ofU.S. patent application Ser. No. 14/674,764, filed Mar. 31, 2015, nowU.S. Pat. No. 9,457,647, which claims the benefit of U.S. ProvisionalPatent Application No. 61/973,075 filed on Mar. 31, 2014, all of whichare incorporated herein by reference in their entirety.

FIELD

The present disclosure relates generally to the field of ground andamphibious vehicles. More specifically, it relates to lowering thecenter of gravity of ground and amphibious vehicles, regardless ofwhether they are remotely operated, computer controlled or direct drivenvehicles.

BACKGROUND

Known surface vehicles are useful and valuable to this day, but arelimited in their use due to their inability to corner and travel at highspeeds. As an example, a High Mobility Multipurpose Wheeled Vehiclecommonly known as the Humvee, or a high clearance demonstration vehiclesuch as the Monster Truck, can climb over very large objects. However,both vehicles have the undesired tendency to flip over when corneringtoo quickly or when climbing an object that is too steep. This undesiredeffect is primarily caused by having the majority of each vehicle'sweight, and therefore its center of gravity, well above the wheels. Incontrast, an advanced race car, such as a Formula One race car, has itscenter of gravity close to the ground. As a result, it has the abilityto corner at very high speeds. The body of a Formula One race car,however, is also very close to the ground. This prevents it fromclimbing over objects of even the smallest size, making it a groundvehicle that is ideal for high speed cornering, but not acceptable forclimbing over objects as required by all-terrain vehicles.

The solution for combining both of these benefits is utilized invehicles disclosed herein to great effect. Embodiments of the vehiclesdisclosed herein are capable of both cornering at high speeds andclimbing large objects. The vehicles have this capability due to adramatically lower center of gravity relative to traditional vehiclesand in some cases, because they utilize very large wheels.

Prior art vehicles have been created with a low center of gravity and asingle large wheel, but the use of only one wheel in these designs hascreated yet another dramatic limitation. When attempting to accelerateat high speeds or climb large objects, these single-wheel vehicles aresusceptible to the motorized portion of their interior spinningoff-axis, thus preventing the vehicle from operating at all. With avehicle that has only one wheel, the axis or axle of the vehicle is notfixed on a plane. Gravity and weight alone keep the power unit fromfree-spinning inside the wheel. Due to this limitation,over-accelerating the vehicle can allow the insides of the vehicle tospin off-axis, such that the wheel and vehicle remain stationary whilethe insides of the vehicle spin. Embodiments of vehicles disclosedherein solve this problem by using more than one wheel to keep the axisand axles in-plane, thus allowing for rapid acceleration, high speedcornering and the ability to climb large objects.

SUMMARY

Embodiments of vehicles disclosed herein are designed for moving andcornering at high speeds as well as being able to climb large objects.Such vehicles also have the unique ability to prevent high centering, aproblem common to most vehicles, including all-terrain vehicles. In someembodiments, the vehicles can move across the top of water like a boat(amphibious vehicle). As disclosed herein, these benefits areaccomplished by moving the majority of the vehicle weight (engines,motors, batteries, cooling systems, electronics, etc.) below the levelof the axle and even by moving some—or in some embodiments, almostall—vehicle components into the inside of the wheels themselves. Byusing more than one wheel, where the wheels do not all share the sameaxis, embodiments of the vehicles disclosed herein are capable of morerapid acceleration than was achieved by prior art vehicles using motorsplaced inside a single wheel.

Though embodiments of the vehicles disclosed herein are very difficultto flip over due to their low center of gravity and high clearance, thevehicles do not have a top or a bottom, or a front or a back. This makesthe vehicles capable of flipping over and continuing on their path. Italso allows for increased maneuverability, due to the fact that thecontrols can be reversed. By simply adjusting the individual speeds ofthe motors or engines in each wheel (like a tank), embodiments of thevehicles disclosed herein are capable of steering without the need foradditional external moving parts. This allows the vehicles disclosedherein to be robust.

The present disclosure has benefits for all types of vehicles.Embodiments of the vehicles disclosed herein are suitable for a widevariety of applications, including but not limited to: full size tanksfor military action, robots capable of climbing stairs at high speeds,amphibious remotely operated vehicles (ROVs) capable of high speed waterand land operations, remote control toys, unmanned vehicles that arecapable of carrying large supplies and weapons to a battlefield, andeven off-road race vehicles.

In accordance with at least one embodiment, a vehicle is provided thatgenerally comprises:

a frame comprising a plurality of axles having a plurality of axes;

a plurality of wheels, each wheel rotatably connected to an axle anddefining an inner volume; and

a plurality of frame mounts, each frame mount positioned within theinner volume of a wheel and connected to an axle, each frame mountfurther having a portion extending below the axis of the axle, whichportion supports a propulsion unit drivingly coupled to the wheel, anenergy source, and a control unit;

wherein the center of gravity of the vehicle is below the plurality ofaxes.

In some embodiments, each portion of the frame of the vehicle betweentwo axles includes a pivot.

In some embodiments, the propulsion unit is at least one of a motor andan engine, the energy source is at least one of a battery and a fueltank, and the control unit is at least one of an electronic speedcontrol and a throttle.

In some embodiments, the vehicle also comprises a receiver configured toreceive signals from a transmitter and to send corresponding signals toat least one of the control units.

In some embodiments, the vehicle is configured to change direction by atleast one of varying the speed of a propulsion unit and changing thelength of a linear actuator.

In some embodiments, the vehicle further comprises at least one of awaterproof material configured to prevent water from entering the innervolume of at least one of the plurality of wheels and features on theouter circumference of at least one of the plurality of wheels thatenhance the propulsion of the vehicle on water.

In some embodiments, the vehicle further comprises a seat located withinthe inner volume of at least one of the plurality of wheels andconfigured to support a person below the axle to which the wheel isconnected.

In accordance with at least another embodiment, a reconfigurable vehiclesystem is provided that generally comprises:

a plurality of self-contained wheels each rotatably connected to anaxle, each wheel comprising:

-   -   a substantially cylindrical inner volume;    -   a mount connected to the axle and positioned within the inner        volume, each mount having a portion extending below the axle        that supports a propulsion unit drivingly coupled to the wheel,        an energy source, and a control unit;

wherein the axles of the plurality of self-contained wheels aredetachably engageable to a frame.

In some embodiments, the reconfigurable vehicle system further comprisesa semi-permeable membrane configured to prevent liquid from entering theinner volume.

In some embodiments, each mount of the reconfigurable vehicle systemmount further supports a receiver adapted to receive signals from atransmitter and to send corresponding signals to the control unit.

In some embodiments, the reconfigurable vehicle system further comprisesat least one of a frame adapted to maintain the plurality ofself-contained wheels in substantial linear alignment and a frameadapted to maintain two of the plurality of self-contained in wheels insubstantial axial alignment.

In some embodiments, the center of gravity of each self-contained wheelof the reconfigurable vehicle system is lower than the axle of eachself-contained wheel.

In some embodiments, each mount of the reconfigurable vehicle system isselectively rotatable around the axle to which it is connected.

In some embodiments, the reconfigurable vehicle system further comprisesa servo configured to partially rotate each mount around the axle towhich it is connected.

In accordance with at least another embodiment, a vehicle system isprovided that generally comprises:

a frame comprising a plurality of structural members and at least onejoint, each structural member connecting to an axle that is rotatablyconnected to a wheel;

a propulsion device for driving the wheel;

an energy source; and

a control unit;

wherein the propulsion device, energy source, and control unit aresuspended from the axle and positioned inside the wheel.

In some embodiments, the frame of the vehicle system holds two wheelsalong a single first axis and a third wheel along a second axissubstantially parallel to the first axis. Further, in some embodimentsthe first axis is separated from the second axis by less than theaverage outermost diameter of the wheels.

In some embodiments, the frame of the vehicle system holds at least twowheels in linear alignment.

In some embodiments, the vehicle system further comprises a linearactuator configured to move two axles relative to each other.

In some embodiments, the vehicle system further comprises a seatsuspended from at least one axle and adapted to support a person belowthe axle to which the seat is attached.

In accordance with another embodiment of the present disclosure, avehicle comprises a frame and a plurality of self-contained motorizedwheels, each wheel defining an inner volume and comprising an axleextending through the inner volume and having one end positioned outsideof the inner volume, the one end attached to the frame; a propulsionunit supported within the inner volume by the axle and drivingly coupledto the wheel; and a frame mount positioned within the inner volume andconnected to the axle, the frame mount having a portion extending belowan axis of the axle, which portion supports a control unit and an energysource for powering the propulsion unit and the control unit. The centerof gravity of the vehicle is below the axis of the axle thereof. Amounting bar may be attached to the frame, and at least one suspensionelement may be attached to the frame. The at least one suspensionelement may be operable to raise and lower the mounting bar. A sensormay be mounted on the frame of the vehicle.

A stretcher may be attached to the mounting bar. A first camera may bemounted to a forward portion of the vehicle and positioned to captureimagery of an area in front of the vehicle, and a second camera mountedabove the stretcher and positioned to capture imagery of the stretcher.

Alternatively, a cargo rack may be attached to the mounting bar. A firstcamera may be mounted to a forward portion of the vehicle and positionedto capture imagery of an area in front of the vehicle, and a secondcamera may be mounted above the cargo rack and positioned to captureimagery of the cargo rack.

According to another embodiment of the present disclosure, a vehiclecomprises a frame having a fore end and an aft end and defining an axis;a first cylindrical housing attached in a center portion thereof to thefore end of the frame and a second cylindrical housing attached in acenter portion thereof to the aft end of the frame, the first and secondcylindrical housings each defining an internal volume and havingparallel axes that are perpendicular to the axis of the frame; a bearingmounted around a circumference of each cylindrical housing on each sideof the frame; a wheel mounted on each bearing; and a drive plateconnected to a drive socket and at least one wheel, and configured totransmit rotational force from the drive socket to the wheel. Theinternal volume of the first cylindrical housing comprises an energysource; a propulsion unit drivingly couple to the drive socket, whichextends through at least one end of the first cylindrical housing; and acontrol unit.

Each cylindrical housing may comprise an access panel. The internalvolume of the second cylindrical housing may comprise a second energysource; a second propulsion unit drivingly coupled to a second drivesocket extending through at least one end of the second cylindricalhousing; and a second control unit. A drive socket may extend througheach end of each cylindrical housing. Each of the first and secondcylindrical housings may be pivotably attached to the frame.

According to still another embodiment of the present disclosure, aself-contained motorized wheel comprises an axle extending through aninner volume of the self-contained wheel and having one end positionedoutside of the inner volume; a propulsion unit drivingly coupled to thewheel; and a frame mount positioned within the inner volume andconnected to the axle, the frame mount having a portion extending belowan axis of the axle, which portion supports a control unit, a receiver,and a plurality of energy sources for powering the propulsion unit,control unit, and the receiver. The receiver receives wireless signalsfor controlling propulsion unit via the control unit, and the center ofgravity of the wheel is below an axis of rotation of the wheel.

The propulsion unit may be a hub motor mounted around the axle.Alternatively, the propulsion unit may be a motor mounted above theaxle. The plurality of energy sources may be a plurality of batteries,and the plurality of batteries may have more mass than the propulsionunit. The one end of the axle may be attached to a frame.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure is described in conjunction with the appendedfigures, which are not necessarily drawn to scale:

FIG. 1 is an isometric view of an embodiment of the present disclosure;

FIG. 2 is another isometric view of the embodiment of FIG. 1;

FIG. 3 is a side view of the embodiment of FIG. 1;

FIG. 4 is a back view of the embodiment of FIG. 1;

FIG. 5 is a top view of the embodiment of FIG. 1;

FIG. 6 is an isometric view of the embodiment of FIG. 1 with the wheelsremoved;

FIG. 7 is an end view of the embodiment of FIG. 1 with the wheelsremoved;

FIG. 8 is a top view of the embodiment of FIG. 1 with the wheelsremoved;

FIG. 9 is a back view of the embodiment of FIG. 1 with the wheelsremoved;

FIG. 10 is a bottom view of the embodiment of FIG. 1 with the wheelsremoved;

FIG. 11 is an isometric view of the embodiment of FIG. 1 with the frame& mount only;

FIG. 12 is a side view the embodiment of FIG. 1 with the frame & mountonly;

FIG. 13 is an isometric view of the embodiment of FIG. 1 with the frameonly;

FIG. 14 is a top view of the embodiment of FIG. 1 with the frame only;

FIGS. 15a-b depict a section view of the embodiment of FIG. 1;

FIGS. 16a-b depict another section view of the embodiment of FIG. 1;

FIG. 17 is an isometric view of an embodiment of the present disclosure;

FIGS. 18a-b depict a section view of the embodiment of FIG. 17;

FIG. 19 is a side view of an embodiment of the present disclosure;

FIGS. 20a-b depict a section view of the embodiment of FIG. 19;

FIG. 21 is a front view of the embodiment of FIG. 19;

FIGS. 22a-b depict a section view of another embodiment of the presentdisclosure;

FIG. 23 is an isometric view of another embodiment of the presentdisclosure;

FIG. 24 is an isometric view of another embodiment of the presentdisclosure;

FIG. 25 is a top view of the embodiment of FIG. 24;

FIG. 26 is a side view of the embodiment of FIG. 24;

FIG. 27 is a back view of the embodiment of FIG. 24;

FIGS. 28a-b depict a section view of the embodiment of FIG. 24;

FIG. 29 is an isometric view of another embodiment of the presentdisclosure;

FIG. 30 is another isometric view of the embodiment of FIG. 29;

FIG. 31 is a top view of the embodiment of FIG. 29;

FIG. 32 is a bottom view of the embodiment of FIG. 29;

FIG. 33 is a front view of the embodiment of FIG. 29;

FIG. 34 is a side view of the embodiment of FIG. 29;

FIG. 35 is another side view of the embodiment of FIG. 29;

FIG. 36 is another isometric view of the embodiment of FIG. 29;

FIG. 37 is another isometric view of the embodiment of FIG. 29;

FIG. 38 is a side view of another embodiment of the present disclosure;

FIG. 39 is a top view of the embodiment of FIG. 38;

FIG. 40 is an isometric view of the embodiment of FIG. 38;

FIG. 41 is a front view of the embodiment of FIG. 38;

FIG. 42 is a side view of another embodiment of the present disclosure;

FIG. 43 is a front view of the embodiment of FIG. 42;

FIG. 44 is an isometric view of the embodiment of FIG. 42;

FIG. 45 is a side view of another embodiment of the present disclosure;

FIG. 46 is an isometric view of the embodiment of FIG. 45;

FIG. 47 is a front view of the embodiment of FIG. 45;

FIG. 48 is a front view of another embodiment of the present disclosure;

FIG. 49 is a side view of the embodiment of FIG. 48;

FIG. 50 is a side view of another embodiment of the present disclosure;

FIG. 51 is an isometric view of the embodiment of FIG. 50;

FIG. 52 is a side view of another embodiment of the present disclosure;

FIG. 53 is an isometric view of the embodiment of FIG. 52;

FIG. 54 is a side view of another embodiment of the present disclosure;

FIG. 55 is an isometric view of the embodiment of FIG. 54;

FIG. 56 is an isometric view of another embodiment of the presentdisclosure with the tires removed;

FIG. 57 is a top view of the embodiment of FIG. 56 with the tiresremoved;

FIG. 58 is an isometric view of the embodiment of FIG. 56 with the tiresshown;

FIG. 59 is a top view of the embodiment of FIG. 56 with the tires shown;

FIG. 60 is a side view of another embodiment of the present disclosure;

FIG. 61 is an isometric view of the embodiment of FIG. 60;

FIG. 62 is a side view of the embodiment of FIG. 60 with some componentsremoved;

FIG. 63 is a top view of the embodiment of FIG. 60;

FIG. 64 is a side view of the embodiment of FIG. 60 with a coverinstalled;

FIG. 65 is an isometric view of the embodiment of FIG. 65 with a coverinstalled;

FIG. 66 is an isometric view of another embodiment of the presentdisclosure;

FIG. 67 is a side view of the embodiment of FIG. 66;

FIG. 68 is a top view of the embodiment of FIG. 66;

FIG. 69 is a front view of the embodiment of FIG. 66;

FIG. 70 is an isometric view of the embodiment of FIG. 66 with thecenter wheel raised;

FIG. 71 is a side view of the embodiment of FIG. 66 with the centerwheel raised;

FIG. 72 is an isometric view of another embodiment of the presentdisclosure;

FIG. 73 is a side view of the embodiment of FIG. 72;

FIG. 74 is another isometric view of the embodiment of FIG. 72;

FIG. 75 is a side view of another embodiment of the present disclosure;

FIG. 76 is an isometric view of the embodiment of FIG. 75 shown in atwisted configuration;

FIG. 77 is a top view of the embodiment of FIG. 75 shown in a twistedconfiguration;

FIG. 78 is an isometric view of another embodiment of the presentdisclosure;

FIG. 79 is an isometric view of another embodiment of the presentdisclosure;

FIG. 80 is an isometric view of another embodiment of the presentdisclosure;

FIG. 81 is an isometric view of another embodiment of the presentdisclosure;

FIG. 82 is an isometric view of another embodiment of the presentdisclosure;

FIG. 83 is an isometric view of another embodiment of the presentdisclosure;

FIG. 84 is an isometric view of another embodiment of the presentdisclosure;

FIG. 85 is an isometric view of another embodiment of the presentdisclosure;

FIG. 86 is a side view of the embodiment of FIG. 85;

FIG. 87 is a block diagram depicting components of an embodiment of thepresent disclosure;

FIG. 88 is a block diagram depicting detailed wheel components for theembodiment of FIG. 87;

FIG. 89 is another block diagram depicting components of an embodimentof the present disclosure;

FIG. 90 is a block diagram depicting detailed wheel components for theembodiment of FIG. 89;

FIG. 91 is another block diagram depicting components of an embodimentof the present disclosure;

FIG. 92 is a block diagram depicting detailed wheel components for theembodiment of FIG. 91;

FIG. 93 is an isometric view of another embodiment of the presentdisclosure;

FIG. 94 is a side view of the embodiment of FIG. 93;

FIG. 95 is an isometric view of component parts for the embodiment ofFIG. 93;

FIG. 96 is a side view of the component parts depicted in FIG. 95;

FIG. 97 is a front view of the component parts depicted in FIG. 95;

FIG. 98 is an isometric view of additional component parts for theembodiment of FIG. 93;

FIG. 99 is a side view of the component parts depicted in FIG. 98;

FIG. 100 is an isometric view of another embodiment of the presentdisclosure;

FIG. 101 is a side view of the embodiment of FIG. 100;

FIG. 102 is an isometric view of another embodiment of the presentdisclosure;

FIG. 103 is a side view of the embodiment of FIG. 102;

FIG. 104 is an isometric view of another embodiment of the presentdisclosure;

FIG. 105 is a side view of the embodiment of FIG. 104;

FIG. 106 is a top isometric view of another embodiment of the presentdisclosure;

FIG. 107 is a bottom isometric view of the embodiment of FIG. 106;

FIG. 108 is a side view of the embodiment of FIG. 106;

FIG. 109 is an isometric view of another embodiment of the presentdisclosure;

FIG. 110 is a side view of the embodiment of FIG. 109;

FIG. 111 is an isometric view of another embodiment of the presentdisclosure;

FIG. 112 is a side view of the embodiment of FIG. 111;

FIG. 113 is an isometric view of another embodiment of the presentdisclosure;

FIG. 114 is a side view of the embodiment of FIG. 113;

FIG. 115 is an isometric view of another embodiment of the presentdisclosure;

FIG. 116 is a side view of the embodiment of FIG. 115;

FIG. 117 is an isometric view of another embodiment of the presentdisclosure;

FIG. 118 is a side view of the embodiment of FIG. 117;

FIG. 119 is an isometric view of another embodiment of the presentdisclosure;

FIG. 120 is a side view of the embodiment of FIG. 119;

FIG. 121 is an isometric view of a manipulated version of the embodimentof FIG. 119;

FIG. 122 is a side view of the embodiment of FIG. 121;

FIG. 123 is an isometric view of another embodiment of the presentdisclosure; and

FIG. 124 is a side view of the embodiment of FIG. 123.

DETAILED DESCRIPTION

The ensuing description provides embodiments only, and is not intendedto limit the scope, applicability, or configuration of the claims.Rather, the ensuing description will provide those skilled in the artwith an enabling description for implementing the described embodiments.Various changes may be made in the function and arrangement of elementswithout departing from the spirit and scope of the appended claims.

Various examples are provided throughout the following disclosure. Thedisclosure of examples is in all cases intended to be non-limiting,including specifically when examples are identified with the terms orphrases identifying what follows to be an example, including the termsof phrases “for example,” “as one example,” “such as,” “by way ofexample,” and “e.g.” In other words, the disclosure of one or moreexamples is not intended to limit the present disclosure to embodimentsconforming to the disclosed example(s).

Embodiments of vehicles disclosed herein typically (but not necessarily)comprise one or more of four primary features: multiple wheels withcentrally located axles, the majority of the vehicle's weight locatedbelow the level of the axles with substantial portions inside thewheels, a simple frame to join the axles (and configured, in someembodiments, to support one or more vehicle components such as a vehiclebattery), and joints that allow the axles to pivot independently fromeach other.

FIG. 1 shows an isometric view of the outside of a three-wheelembodiment of the present disclosure. The wheels 2 in FIG. 1 areconsiderably larger than the frame 3 of the vehicle. Wheels 2 are shownto be identical in size, but in some embodiments wheels 2 do not allhave the same size. Most prior art vehicles require a large frame tohouse the motor, batteries, suspension, steering and everything elseneeded to operate the vehicle. This embodiment houses these vitalcomponents inside the wheels 2. In this three-wheel variation, the frame3 has a pivot 1 that allows portions of the frame to move up and downindependently. In this case, the pivot 1 allows the two outer wheels 2to move up and down without influencing the center wheel 2 or eachother.

FIG. 2 is another isometric view depicting the other side of the vehicleof FIG. 1. As with most embodiments of the present disclosure, thisvehicle does not have a front or a back, allowing the vehicle to run atfull speed in both directions by simply reversing the electroniccontrols on the transmitter. The wheels 2 are connected at their axlesby a simple frame 3 with two pivots or hinges 1.

FIG. 3 is a side view of the outside of the same three-wheel embodimentof FIG. 1, and makes one of the main advantages of the depictedembodiment readily apparent. Specifically, this embodiment is incrediblydifficult to high-center (i.e. where the ground contacts the frameundesirably). Because vehicle components that, in prior art vehicles,are typically attached to the vehicle frame outside of the wheels havebeen relocated inside the wheels 2, embodiments of the presentdisclosure utilize only a minimal frame 3 interconnect the wheels 2.With such a minimal frame 3, high-centering is very unlikely. Indeed, inthe embodiment of FIG. 3, the side and center wheels 2 are close enoughin distance that it is almost impossible for any type of terrain tocontact the frame 3.

In embodiments, the frame 3 can be any object or collection of objectscapable of supporting two or more wheels 2. For example, the frame 3 cancomprise a stick, a shipping container, a PODS® container (PODS® is aregistered trademark of PODS Enterprises, Inc.), or any other object orcollection of objects without departing from the scope of the presentdisclosure. The wheels 2 may be directly attached to the frame 3, or maybe attached to the frame 3 through modified frame mounts 7. As anotheralternative, the wheels 2 may be attached to an adapter, which is inturn attached to the frame 3.

As shown in the front view in FIG. 4, this three-wheel embodiment hasincredible traction due to the majority of the vehicle's width beingcovered in tire tread. This embodiment therefore has considerably moresurface traction than other prior art vehicles of its same size.

The top view of the three-wheel embodiment displayed in FIG. 5 allowsfor a clear view of the frame 2 and pivots 1, and also depicts how thesmall frame 3 allows each wheel 2 to move up and down independently.

FIGS. 6-10 show the wheels and tires 2 removed from view to allow a lookinto the inside of this embodiment. As discussed previously, thisthree-wheel embodiment is designed as a remotely operated vehicle (ROV),but this configuration is only an option and is not meant to limit thescope of the invention. FIGS. 6-10 show the main components needed tooperate this ROV embodiment, with the exception of the transmitter andthe wheels or tires 2. The battery 6 is connected to the motor controlor ESC 9. The motor control 9 is connected to both the receiver 5 andthe motor 11. The receiver 5 accepts the signal from the transmitter(not shown) and sends that information to the engine/motor control 9which tells the motor 11 how to operate. These electronics are only anoption and are not meant to limit the scope of the invention. Althoughthe present embodiment is described as having a motor 11, a battery 6,and a motor control 9, other embodiments may utilize an engine, a fueltank, and a throttle.

Also shown in FIGS. 6-10, the frame 3 links the three axles 12 into oneunit which is able to pivot on either side by use of the frame pivots 1.Frame mounts 7 hold the electronics to each axle 12. The frame mounts 7hang the majority of the components below the center point of each axle12, allowing the vehicle to have an extremely low center of gravity.FIGS. 6-10 also show a small antennae tube 4 that allows the antennae tobe positioned towards the top of the vehicle for better reception. Twobearings 8 on each axle 12 allow the wheels 2 to rotate around the axles12. The motor 11 has a small pinion gear 13 (best viewed in FIG. 8) thatdrives the spur gear 10. The spur gears 10 are directly attached to thewheels 2. Since the wheels 2 are free to rotate on the axles 12 due tothe use of bearings 8, the motor 11 rotates the pinion 13, which drivesthe spur gear 10, allowing the motor 11 to rotate the wheels 2 and drivethe vehicle. The use of a transmission or gearbox is also possible (notshown), but is not necessary to operate the vehicle. For directionalturning of this embodiment, the two side motors 11 vary their speed,allowing the vehicle to spin and turn without the need for forwardmovement like most prior art vehicles. This style of turning a vehicleis similar to the turning of a tank or a skid-steer. Steering in thisway is only an option and is not meant to limit the scope of theinvention.

FIGS. 11-12 show the drive components removed from the three-wheelembodiment of FIG. 1. The frame 3 is shown, together with the axles 12.Also shown are the frame mounts 7. The reason the frame mounts are shownand discussed as separate from the frame 3 is that the frame mounts 7can be additionally driven (not shown) around the axles to adjust thecenter of gravity of the vehicle. If the frame mounts 7 were to have anadditional motor or servo allowing them to rotate on the axle, then itis possible to simply flip the insides of the vehicle with a button,switch, or other selection device on the transmitter. This configuration(not shown) would allow the center of gravity to reverse itself if thevehicle were to be flipped upside-down, creating a vehicle that not onlyhas no front or back, but also no top or bottom. Flipping the vehicleupside down would not affect the function of the vehicle in anymeaningful way. The user would simply press a button, flip a switch, orotherwise cause the transmitter to send an appropriate command to thereceiver 5, which would then cause the insides of the vehicle tointernally relocate (for example, by rotating around the axle) torestore the low center of gravity. It is also possible to flip theinternal components by using gravity alone and a simple locking feature,activated by a sensor that detects that the vehicle has flipped over orby a remote switch, to keep the internal components in the properlocation. Alternatively, a solenoid or linear actuator can be used tooperate the internal flipping feature (not shown). A combination ofthese methods can also be employed to lower the center of gravity if thevehicle is flipped upside down. It is important to note that withoutthis internal flipping feature (not shown), the vehicle will stillfunction properly after being flipped upside down, except that thecenter of gravity will be higher than normal for the vehicle.

FIGS. 13-14 show the three-wheel embodiment of FIG. 1 with the framemounts 7 removed from view. FIGS. 13-14 represent the entire frame ofthis embodiment, including the axles 12 and the frame pivots 1. Theseviews allow for a better understanding of the difference between theframes of embodiments of the present disclosure and the frames of priorart vehicles. It is also important to note that frame pivots 1 are onlyan option and are not meant to limit the scope of the invention.

The sectional views in FIGS. 15-16 better show the weight distribution(center of gravity) of embodiments of the present disclosure. Asdiscussed previously, the bulk of the vehicle's weight and componentsare located below the height of the axle 12 and inside the wheels 2.This allows for the center of gravity to be extremely low as compared toprior art vehicles. FIG. 16 shows this best. The two heaviest singlecomponents in typical embodiments of the present disclosure are themotor 11 and the battery 6, which are extremely low to the ground. Whensuch embodiments encounter an object or an obstruction, the large wheels2 will allow the motor 11 and battery 6 to maintain their low position,but still drive over the object. Also, it should be appreciated thateither the right side or the left side of FIG. 15b may correspond to thebottom of the vehicle. In some embodiments, the right side of thevehicle corresponds to the bottom of the vehicle so that the motor(s) 11and battery 6 are positioned beneath the axles 12 of the wheels 2,thereby maintaining a low center of gravity for the vehicle.

FIGS. 17-18 show a three-wheel embodiment similar to the embodiment ofFIG. 1 but that uses waterproof wheels 2 that prevent water or liquidfrom entering the inside of the wheels 2. With the correct weight toair-cavity distribution (buoyancy), this embodiment is able to bothfloat and propel itself on water. The amphibious embodiment is identicalto the previously described embodiment of FIGS. 1-16 with the exceptionof adding a waterproof seal to the interior of the wheels and,optionally, changing the tires 14 to a more scooped design, allowing forbetter propulsion on the water. The steering of the amphibiousembodiment is accomplished in the same manner as the previouslydescribed embodiment, i.e. slowing one side of the vehicle and speedingup the other.

All embodiments of the present disclosure can be used on either land orwater (given an acceptable weight to air-cavity distribution (buoyancy))by simply sealing the wheels. This sealing may be accomplished with asemi-permeable membrane 15 that is permeable to air but impermeable towater. Use of such material allows the motors 11 and other internalmechanisms to be air cooled while preventing liquid from entering thewheels 2. This semi-permeable membrane 15 is only an option and notmeant to limit the scope of the invention. Alternative ways to cool theinternal mechanisms in each wheel 2 include using liquid cooling or airconditioning, creating a cooling effect for the motors 11, batteries 6,and other internal components while still allowing the wheels 2 to besealed for amphibious driving.

FIG. 18 additionally displays the use of an external shock absorber 19.Unlike prior art vehicles, embodiments of the present disclosure do notrequire the use of shock absorbers to allow the wheels to moveindependently of each other or to move at all. Prior art vehicles useshocks and springs to allow the wheels to move up and down over bumpsand dips notwithstanding the weight of the vehicle. Embodiments of thepresent disclosure have the majority of their weight in the wheels 2themselves, allowing for a completely different way of looking at theuse of shock absorbers and springs 19. In this variation, the shockabsorber 19, placed on its side, does not have any vehicle weight ridingon it when the wheel is not riding over a bump or a dip. Unlike priorart vehicles, embodiments of the present disclosure employ a two-wayshock absorber 19, i.e. a shock absorber having two opposing springs.One spring applies force when the wheel 2 moves upward in relation tothe other wheels 2. The other spring applies force when the wheel 2moves downward in relation to the other wheels 2. The absorber portionof the shock can remain the same, applying resistance and slowingmovement in either direction. A horizontally placed shock and springsetup 19 with two-way springs is only an option and is not meant tolimit the scope of the invention.

Shocks and springs may be used in many configurations on embodiments ofthe present disclosure, including in configurations that may not bepossible on prior art vehicles. Shock absorbers 19 can be applied to allembodiments of the present disclosure, but are not required. The use ofinternal shock absorbers within the wheels 2 can also be used (notshown) to improve the safety of the components or people within thewheels 2.

FIGS. 19-27 show other embodiments of the present disclosure, includingembodiments with different wheel configurations. FIGS. 19 through 21present a two-wheel embodiment that, like all embodiments of the presentdisclosure, has a lower center of gravity than typical prior artvehicles. This lower center of gravity allows the two-wheel embodimentto remain upright while not moving, i.e. it will not fall over as would,for example, a motorcycle. The sectional view in FIG. 20 shows themajority of components located below the axles and inside the wheels 2.FIG. 20 also shows the use of an optional weight 17 that further lowersthe center of gravity. This optional weight 17 can also be utilized withother embodiments of the present disclosure, but is only an option andis not meant to limit the scope of the invention.

As mentioned earlier in the document, steering by adjusting the speed ofone or more motors 11 is only an option. As one non-limiting example,steering in various embodiments of the present disclosure can also beaccomplished by use of a typical steering rack (i.e. a rack and pinion)as used on the majority of prior art vehicles. Components of a rack andpinion system, if used, would likely need to be installed outside of thewheels 2. Linear actuators 16 provide another one of the many optionsfor steering embodiments of the present disclosure. By extending onelinear actuator 16 but not the other, the wheels 2 can be turnedrelative to each other, thus providing directional control to thevehicle.

Linear actuators 16 can also be used to adjust the overall wheel baselength, thus creating additional benefits. Due to the simplicity of theframes 3 of embodiments of the present disclosure, the length of theframes 3 can easily be adjusted, even during operation, with the use oflinear actuators 16. Adjusting wheel base can have many advantages,including but not limited to improving the vehicle's ability to climbstairs by lengthening the frame length, improving the vehicle's highspeed performance by reducing the frame length, and allowing a vehiclestuck in mud or ruts to simply push out of the mud or ruts bylengthening the wheel base.

FIGS. 22a-b present an embodiment of the present disclosure that isbuilt to move people. Although depicted only in connection with thisthree-wheel embodiment, any embodiment of the present disclosure can beadapted to carry one or more persons. The chair 18 shown in FIG. 22ballows a person to drive the vehicle from within the wheel 2 itself,which further lowers the vehicle's center of gravity. As persons ofordinary skill in the art will recognize, equipment specific to theremote operation of a vehicle is not required in embodiments of thepresent disclosure adapted to be control by a person within the vehicle.Some embodiments, however, include equipment for both remote operationand direct control, thus allowing the vehicle to be used in differentways to meet the requirements of a particular purpose or mission.

FIG. 23 presents another embodiment that, similar to the two-wheelvariation shown in FIGS. 19-21, has linearly aligned wheels 2. In otherwords, the wheels 2 are in line with each other, as are the wheels of amotorcycle. This embodiment differs from the embodiment depicted inFIGS. 19-21 in that it employs four wheels 2. Hinged joints 1 on theframe 3 between each wheel 2 allow each wheel 2 to move up and down withvarying terrain. This embodiment, as with other embodiments, is notlimited to the number of wheels shown.

FIGS. 24-28 display another important embodiment of the presentdisclosure, which has four wheels 2 in an arrangement similar to that ofa typical car. Directional control of this embodiment is provided byindependently adjusting the speed of the left-side and right-side wheels2, similar to the way a tank directionally steers. This steering optionis, once again, only an option and is not meant to limit the scope ofthe invention. The embodiment shown in FIGS. 24-28 has four (optional)separate hinge points 1, allowing all four wheels 2 to move up and downindependently from each other. As best seen in FIG. 28b , in thisembodiment, as in other embodiments described herein, as much of thevehicle's weight as possible is located inside the wheels 2 and belowthe axles 12. The four-wheel embodiment provides advantages anddisadvantages over the three-wheel embodiment of FIG. 1. Onedisadvantage is the lack of a center wheel 2 for use as a pivot forsteering. The four-wheel embodiment can still turn quickly, but not aseasily and with more friction than the three-wheel embodiment of FIG. 1.One advantage is that the additional wheel provides a balanced front andback, resulting in a vehicle without a front end or back end. This, inturn, allows the four-wheel embodiment to have the same drivingcharacteristics in both forward and reverse. Another advantage of thefour-wheel embodiment relative to the three-wheel embodiment is that thefourth wheel 2 provides additional traction, i.e. for climbing steepterrain. Additionally, in some embodiments, the wheels can be offsetfrom one another. In particular, the left wheels (e.g., left two, three,four, or more wheels) can be slightly offset relative to the rightwheels such that the center of rotation of one wheel does not coincidewith a center of rotation of another wheel. Then, for example, when thevehicle encounters a challenging obstacle, only one wheel of the vehicleencounters the challenging obstacle at a time. As with other embodimentsdepicted herein, the side-by-side arrangement of the wheels 2 depictedin FIGS. 24-28 is not limited to four-wheel embodiments of the presentdisclosure. An embodiment having, for example, six or eight wheels 2 canalso utilize a side-by-side wheel arrangement while providing greatertraction and/or buoyancy for various applications.

FIGS. 29-37 depict yet another embodiment of the present disclosure,having two wheels 2. The frame 3 of this embodiment comprises twocomponents, each connected to a wheel 2 and pivotally connected to eachother. A motor or servo 20 is attached to the frame 3 and configured torotate the components of frame 3 relative to each other, thus providingdirectional control to the vehicle. In some embodiments, the motor orservo 20 may be equipped with its own receiver and control system, whilein other embodiments the motor or servo 20 may be in wired communication(i.e. through one or both components of frame 3) with a receiver andcontrol system with one or both wheels 2. The frame 3 and/or motor orservo 20 may also be equipped with a damper system to prevent unwantedrotation of the components of frame 3 around the pivot point. Althoughthis pivoting frame 3 is shown in connection with a two-wheeled vehicle,a pivoting frame may also be used in vehicles having more than twowheels.

Embodiments of the present disclosure may utilize wheel tilting orleaning suspension systems. The suspension system may be tuned toprovide even wheel lean, or it may be controlled automatically ormanually. Additionally, the suspension may be configured to provideproper wheel lean regardless of whether the vehicle is moving forward orbackward.

It is important to note that the present disclosure describes a platformfor a vehicle structure that lowers the center of gravity, allowing forimproved climbing of obstacles and improved cornering capability. Theplatform is not limited to the size or type of motors (or engines) used,the electronics displayed in this document, the configuration of theelectronics, or the vehicle propulsion methods. Nor does the platformlimit the amount or type of additional sensors or electronics that maybe used together with the vehicle structure described herein. As onenon-limiting example, a people mover embodiment of the presentdisclosure may employ cameras with monitors to allow the driver tooperate the vehicle from within one of the wheels 2. As anothernon-limiting example, remote cameras, or weapons systems not shown inthis document, may be added to embodiments of the present disclosure.Even mechanical arms and sensors (i.e. for bomb disposal or otherhazardous operations) may be included in embodiments of the presentdisclosure, as described in greater detail below.

Embodiments of the present disclosure have many applications, some ofwhich are discussed above. As another non-limiting example, each soldierin a small group could carry a single wheel 2 and/or a portable frame 3(or portable elements to construct a frame 3). The wheels 2 could becombined on or off the battlefield with the frame 3 in variousconfigurations to create a variety of functional vehicles for use as theneed arises. Because the majority of the drive components are containedwithin the wheels 2, such that each wheel is self-powered, it ispossible to use a single set of a plurality of wheels 2 to create avariety of different embodiments of the present disclosure to performvarious functions, all from the same set. By incorporating quick-attachfeatures for the axles 12 of each wheel (even tool-less quick-attachfeatures), the wheels 2 may be easily moved into differentconfigurations on a variety of frames 3, as need to accomplish variousapplications. For example, three wheels 2 could be configured into asmall UGV (unmanned ground vehicle) for scouting ahead, while usinganother three self-powered wheels 2 to carry extra weight likeammunition. Then, when the need arises, all six wheels 2 from bothvehicles could be attached to two backpack frames to create a motorizedstretcher for an injured soldier. This same motorized stretcher couldbecome a high speed platform to move a sniper into position, whilestaying extremely low to the ground to avoid detection. As anotherexample, an embodiment of the present disclosure could be used to move aheavy weapon into place, then the wheels 2 could be removed from thevehicle and reconfigured as needed for use on the battlefield as an ROVor to move additional heavy weapons into place without the need tocreate an entire vehicle structure for each weapon platform.

As yet another example, in some embodiments of the present disclosurethe frame 3 and/or another component of the vehicle is equipped withmagnets sufficiently strong to support the weight of the vehicle. Insuch embodiments, the vehicle can travel vertically or upside down overmetal surfaces, with the magnets providing sufficient attractive forceto the surface to overcome the force of gravity. Such embodiments couldalso, for example, be adapted for travel over water as previouslydescribed herein, and could then climb up the hull of a ship foremergency response, reconnaissance, surveillance, or other purposes.These are but a few of the many options for embodiments of the presentdisclosure and are not meant to limit the scope of the disclosure.Indeed, vehicle platforms described herein may be combined with numeroustechnologies to fulfill a wide variety of purposes or missions.

In various embodiments according to the present disclosure, one or morevehicle components such as the battery 6 can be mounted below the levelof the wheel axles 12, but outside of the wheels 2 on the frame 3. Suchan arrangement frees up space in the wheel interior for a larger motor11, more storage, or other purposes. The battery 6 (or otherframe-mounted component(s)) may be slung below the frame 3 on a mount.The mount may be fixed, or it may be rotatable around the frame 3 suchthat if and when the vehicle flips over, the force of gravity causes theframe-mounted component to either remain in position underneath, or torotate back underneath, the frame 3. The same flipping mechanisms andmethods described above with respect to components mounted on or aroundthe axles 12 may also be used for components mounted on or around theframe 3.

In amphibious embodiments of the present disclosure, vehicle componentsthat are waterproof or that can easily be waterproofed may be mounted onthe frame 3, while space inside the wheels 2 may be utilized for vehiclecomponents that are not waterproof and cannot easily be waterproofed.

In still other embodiments, each wheel 2 on a vehicle according to thepresent disclosure includes a motor 11 (mounted inside the wheel 2 andbelow the wheel axle 12, as described above). Depending on the purposefor which the vehicle will be used, placement of a motor 11 in eachwheel 2 can be advantageous, for example, for reducing the size of eachmotor (e.g. to maximize interior wheel space), increasing the overallpower of the vehicle (e.g. to maximize speed or carrying capacity),and/or improving the controllability of the vehicle (e.g. to enhancevehicle handling).

A series of additional embodiments of the present disclosure, someimplementing one or more of the concepts discussed above, will now bedescribed.

FIGS. 38-41 depict a vehicle 300 according to an embodiment of thepresent disclosure, the vehicle 300 comprising four wheels 2 mounted toa frame 3. Depending on the overall dimensions of the vehicle and theloads that it may be expected to carry, the frame 3 may be made of astiff plastic, of a composite material such as fiberglass orcarbon-fiber, of wood, or of metal. The frame 3 comprises suspensionelements 26 as well as a mounting bar 25, to which a variety of tools,devices, or implements may be attached. Example tools, devices, orimplements include, without limitation, a stretcher, a cargo carrier, arobotic arm, and a weapon or weapons system. The mounting bar 27 maycomprise a plurality of attach points 58 to facilitate the rapidattachment and detachment of a given tool, device, or implement to orfrom the mounting bar 25. The vehicle 300 is thus highly versatile andquickly adaptable for different purposes by simply changing the tool,device, or implement that is attached to the mounting bar 25.

Also provided on the frame 3 of the vehicle 300 are one or more sensors27, one or more lights 28, and one or more cameras 31. The cameras 31may be used to provide images or a video feed of the terrain and anyobstacles in front of the vehicle 300 to an operator thereof. The light28 may be used for the purpose of providing light needed for the properoperation of the cameras 31 and/or sensors 27. For example, if thevehicle 300 is utilized at night or in a dark environment, the light 28may provide lighting necessary to allow the cameras 31 to obtain aproperly exposed image or video feed.

Images or video feeds obtained by the cameras 31, and data obtained bythe sensors 27, may be transmitted to a control station, where anoperator of the vehicle 300 may use the transmitted images, video feeds,and/or data to guide the vehicle 300. When the control station and theoperator are located within one of the wheels 2, the data from thecameras 31 and the sensors 27 may be transmitted via a wired connection(e.g. through the frame 3) or a wireless connection to the controlstation. When the control station and the operator are located remotely,the images and/or video feeds from the cameras 31 and data from thesensors 27 may be transmitted via a wireless connection.

Each camera 31 may be a still camera or a video camera. The cameras 31may further be configured to capture and record images or video feeds inthe visible light spectrum or in the infrared spectrum. The cameras 31,which are preferably although not necessarily digital cameras, may becoupled to a processor configured to enhance or otherwise processcaptured images or video feeds. The cameras 31 may also be incommunication with a computer readable memory, in which images or videofeeds captured by the cameras 31 may be stored. In some embodiments, thecameras 31 may be mounted in a fixed position, while in otherembodiments, the cameras 31 may be attached or affixed to a movablemount or platform that can adjust the direction and angle in which thecameras 31 point based on signals received from an operator. Forexample, a movable mount may utilize motors or servos that respond toreceived signals by turning one or more gears to move the camera mountrelative to one or more axes or planes.

The sensors 27 may comprise one or more of, for example, a microphone, atemperature sensor, an infrared sensor, an ultraviolet sensor, aproximity sensor, and an optical spectrometer. The sensors 27 mayutilize one or more of a laser, a radar, and a sonar. The sensors 27 maybe controllable by an operator of the vehicle 300, or they may operateautomatically. In some embodiments, the operation of one or more of thesensors 27 may be automatic, but operation of the sensors 27 may also bedependent on whether the vehicle 300 is powered on or off, whether thevehicle 300 is stopped or in motion, and/or the speed of the vehicle300. Although the cameras 31, the sensors 27, and the light 28 aredepicted on the vehicle 300 depicted in FIGS. 38-41, other embodimentsof a vehicle like the vehicle 300 with a mounting bar 25 may not haveone or more of the cameras 31, the sensors 27, and/or the light 28.

With reference now to FIGS. 42-44, a vehicle 310 according to someembodiments of the present disclosure may comprise a basket stretcher 30mounted to a mounting bar 25 of a vehicle similar or identical to thevehicle 300. The basket stretcher may be configured with attachmentpoints that match the attachment points 58 of the mounting bar 25, so asto facilitate the rapid attachment and detachment of the basketstretcher 30 to the mounting bar 25. To ensure the basket stretcher 30has adequate clearance above the wheels 2 of the vehicle 310, themounting bar 25 may be adjustable from a lowered position as depicted inFIGS. 38-41 to a raised position by adjusting the suspension elements 26as depicted in FIGS. 42-44.

Camera 31 a may be mounted to one side of the basket stretcher 30 nearone end thereof, and used to capture images or a video feed useful foroperating the vehicle 310 remotely (e.g. by providing an operator withan image or video feed of what is in the path of the vehicle 310). Thecamera 31 a may be in communication with an antenna 32 a, which may beused to receive commands from an operator (e.g. via a control station)regarding operation of the camera and/or of a mount to which the camerais connected, and may also be used to transmit data from the camera toan operator (e.g. to the operator's control station).

Camera 31 b may be mounted sufficiently above the basket stretcher 30 toallow visual monitoring of a patient being transported by the basketstretcher 31 b. For example, an operator of the vehicle 310 may monitorthe patient from a control station, or a physician or other health careprovider—who may be stationed at the control station or remotely fromthe control station—may monitor the patient. The camera 31 b may be incommunication with an antenna 32 b, which may have the same or similarfunctionality as the antenna 31 a. However, the antenna 32 b may, butneed not, transmit data from the camera 32 b to the same or to adifferent place as the antenna 32 a.

FIGS. 45-47 depict another vehicle 320 according to embodiments of thepresent disclosure. The vehicle 320 may be the same as or similar to thevehicles 300 and 310, but with a cargo rack 34 mounted to the mountingbar 25. As with the stretcher 30, the cargo rack 34 may comprise aplurality of attachment points that match the attachment points 58 onthe mounting bar 25, to facilitate the rapid attachment and detachmentof the cargo rack 34 to the mounting bar 25. The cargo rack 34 maycomprise one or more straps 35 for securing cargo to the rack 34. Acamera 31 b may be mounted sufficiently above the cargo rack 34 to allowvisual monitoring of the cargo on the cargo rack 34, and a plurality ofcameras 31 c, 31 d, and 31 e may be mounted around the perimeter of thecargo rack 34 so as to allow visual monitoring of the area surroundingthe vehicle 320. Such visual monitoring may be useful, for example, forsecurity purposes (e.g. to prevent theft of cargo on the cargo rack 34)and for safety purposes (e.g. to ensure that the vehicle 320 is notoperated in, or is carefully operated when in, close proximity topeople, other vehicles, or the like). The cameras 31 c, 31 d, 31 e mayalso be useful for allowing an operator of the vehicle 320 to see alongthe path of movement of the vehicle 320, regardless of whether thevehicle moves forward or backward.

Also included on the vehicle 320 is a sensor turret 33. The sensorturret 33 comprises a plurality of sensors and/or cameras, and isrotatably mounted so as to allow the sensor turret 33 to point in anyone of a plurality of directions, whether automatically or as directedby the operator of the vehicle 320. For example, the sensor turret 33may be configured to automatically and continuously scan a predeterminedarea, or to automatically and continuously scan in a predeterminedpattern (which may be, for example, an area or pattern selected by theoperator, or an area or patterned programmed into the vehicle 320 or thesensor turret 33 upon manufacture thereof). The sensor turret may beuseful for facilitating safe operation of the vehicle (e.g. by sensingobstacles and/or detecting potential collisions and adjusting the speedor direction of the vehicle 320 so as to avoid the obstacles and/orpotential collisions), or for monitoring of the environment of thevehicle 320 (including the geographic environment, the humanenvironment, the electromagnetic environment, the aerial environment, orany other environment in or near which the vehicle 320 operates). Insome embodiments, one or more instruments, tools, or even weapons may beincluded in the sensor turret, including, for example, a GPS receiver, amicrophone and/or speaker, or a laser for cutting through material orfor destroying enemy objects.

Referring now to FIGS. 48-49, a vehicle 330 according to someembodiments of the present disclosure may comprise a frame 3 with amounting bar 25 and four wheels 2, but may omit the suspension elements26 of the vehicle 300. As with the vehicle 300, the vehicle 330 maycomprise one or more cameras 31, one or more sensors 27, and one or morelights 28 mounted to the frame 3 or the mounting bar 25.

FIGS. 50-51 depict a vehicle 340 comprising a single wheel 2 comprisinga hub motor 32 that is attached directly to the wheel 2 along the axle12 of the wheel 2. The hub motor 32 is lighter than the five batteries 6positioned generally below the hub motor 32, thus ensuring that thecenter of gravity of the wheel 2 remains below the axis of rotation ofthe wheel 2. The vehicle 340 also comprises a receiver 5 and a motorcontrol 9. The embodiment of FIGS. 50-51 may be used as a stand-alonevehicle 340, as depicted, or a plurality of such embodiments may beutilized on a multi-wheeled vehicle such as the vehicle 300, or avehicle comprising a plurality of wheels 2 that are not aligned at theaxle.

FIGS. 52-53 depict another self-contained vehicle 350 comprising asingle wheel 2. The vehicle 350 comprises a motor 11 with an off-axismount point, allowing more batteries 6 to fit within the wheel 2.Preferably, but not mandatorily, the motor 11 is mounted above the axle12 of the wheel 2 of the vehicle 350, thus allowing batteries 6—which,in embodiments, are heavier (i.e. have more mass) than the motor 11—tobe positioned as low as possible within the wheel 2, and thereforecontributing to the low center of gravity of the vehicle 350. The motor11 may be operably connected to a spur gear 10, a belt, or a chain fortransmitting force to and driving the wheel 2. The motor 11 may becontrolled by a motor control or electronic speed control 9, and mayreceive control signals via a receiver 5. The embodiment of FIGS. 52-53may be used as a stand-alone vehicle 350, as depicted, or a plurality ofsuch embodiments may be utilized on a multi-wheeled vehicle, includingon a multi-wheeled vehicle in which a plurality of wheels are notaligned at the axle.

Vehicle 360 depicted in FIGS. 54-55 comprises internal suspensionprovided by suspension element 26. Although not visible in FIGS. 54-55,the vehicle 360 may comprise a motor such as the motor 11 within thewheel 2, which may be mounted off-axis. The drive train arm 38 may beconfigured to transmit force either from such a motor within the wheel 2to an accessory used in conjunction with the wheel 2 (as in theembodiment of FIGS. 85-86, discussed below), or from an external motorinto the wheel 2 for the purpose of driving the wheel 2 (e.g. when thewheel 2 is not equipped with its own motor 11). The embodiment of FIGS.54-55 may be used as a stand-alone vehicle 360, as depicted, or aplurality of such embodiments may be utilized on a multi-wheeledvehicle, including on a multi-wheeled vehicle in which a plurality ofwheels are not aligned at the axle.

A wheel such as the wheel 2 according to embodiments of the presentdisclosure may comprise a cover such as the cover 39 on either side ofthe wheel 2 or on both sides of the wheel 2. For example, FIGS. 58-59portray wheels that are open on the inside (e.g. the side of the wheelnearest the frame 3) but covered on the outside (in this embodiment,with a force-transmitting wheel plate 37). The wheels of the embodimentof FIGS. 58-59 are therefore beneficially able to slide over thecylindrical housing 21 of FIGS. 56-57. As another example, FIGS. 72-74portray wheels 2 that are covered on the inside, but open on theoutside, which beneficially allows persons to enter into and exit out ofthe interior of the wheels 2. As still another example, FIGS. 66-71portray wheels 2 that are closed on both sides, which beneficiallyprevents debris and other foreign objects from entering into theinterior of the wheels 2.

Referring now to FIGS. 56-59, a vehicle 370 according to someembodiments of the present disclosure may comprise an internal body 375comprising two cylindrical housings 21 connected at or near a centralportion thereof to a frame 3. The connection may be made via two pivotsor joints 1 to allow the cylindrical housings 21 to pivot in at leastone plane around the frame 3. One or both of the cylindrical housings 21may contain drive- and control-related components of the vehicle 370,including a motor such as the motor 11, a motor control or electronicspeed control such as the motor control/ESC 9, one or more batteries orother energy sources such as the batteries 6, a receiver such as thereceiver 5 for receiving wireless signals for controlling the motor viathe motor control, and so forth.

The cylindrical housings 21 comprise a drive socket 29 on each end ofthe cylindrical housings 21 to each of which a force-transmitting wheelplate 37 of a wheel 2 may be connected for transmitting rotational forcefrom a motor within the internal body 375 to the wheel 2. In someembodiments, the drive sockets 29 may be provided only on onecylindrical housing 21, or one or both of the cylindrical housings 21may have only one drive socket 29 each. Tires 14 may be mounted on thecylindrical housings 21 via a bearing that surrounds the circumferenceof the cylindrical housings 21 on each side of the frame 3, to allowrotation of the wheel 19 without simultaneous rotation of thecylindrical housings 21. The force-transmitting wheel plate 37 maycomprise one or more features (e.g. a key or a keyed shaft extendinginwardly from the wheel plate 37) that can be inserted into and/orinterlock with one or more features of the drive socket 29 (e.g. akeyway or a cylindrical bore with a keyway) for reducing or eliminatingslippage between the drive socket 29 and the force-transmitting plate37.

The cylindrical housings 21 also comprise an access panel 24 throughwhich internal components of the cylindrical housings 21 (e.g. the motor11, the batteries 6, the motor control 9, the receiver 5) may beinstalled, maintained, and/or removed. Each cylindrical housing 21 mayalso comprise a quick-access cap 23 through which at least some interiorcomponents of the cylindrical housings 21 may be accessed. For example,electrical connections for recharging any batteries within thecylindrical housing 21 may be accessible through the quick-access cap23. Additionally, one or more external antennas may be connected to areceiver such as the receiver 5 with a wire that passes through theaperture covered by the quick-access cap 23. A hitch 22 on eachcylindrical housing may be used for connecting a trailer or otheraccessory to the cylindrical housing for hauling by the vehicle 370. Insome embodiments, the location of the hitch 22 may be used instead forthe installation of one or more sensors such as the sensors 27, lightssuch as the lights 28, or cameras such as the cameras 31.

In some embodiments, the cylindrical housings 21 may be waterproof, withgaskets or other seals lining the openings covered by the access panel24 and the quick-access cap 23 and any other covered opening to preventwater from leaking therethrough. The use of sealed cylindrical housings21 in this manner beneficially increases the buoyancy of the vehicle370, enhancing the ability of the vehicle 370 to travel over water,particularly when equipped with scooped tires 14 as described elsewhereherein.

With reference now to FIGS. 60-65, a self-contained vehicle 380comprises a motor 11 offset from the axle 12 and configured to drive theaxle 12 via a spur gear 10. The motor 11 is powered by at least onebattery 6, which also powers a motor control 9. A frame mount 7 supportsthe motor control 9, the battery 6, and the motor 11 on the axle 12 ofthe wheel 2 of the vehicle 380. A cover 39 protects the internalcomponents of the wheel 2 from large debris, yet allows air to flowthrough the wheel 2 to aid in the cooling of the internal components ofthe wheel 2.

FIG. 62 depicts the vehicle 380 with certain components removed,allowing for a better view of the remaining components. For example, inFIG. 62 a receiver 5 and associated antenna 32 are more readily visible.As can be seen in FIGS. 63 and 65, the axle 12 of the vehicle 380extends beyond the plane formed by the inside edge of the wheel 2 (e.g.beyond the cover 39), and thus allows use of the vehicle 380 as amodular locomotive element that can be attached to a variety ofplatforms or tools to enable movement of the same.

With reference now to FIGS. 66-71, a vehicle 400 according to otherembodiments of the present disclosure comprises five wheels 2, arrangedso that a single central wheel 2 provides a central point of connectionfor two frames 3 that each support two wheels 2. The frames 3 eachcomprise a plurality of suspension elements 26, which may be utilized toraise or lower the central wheel 2 relative to the outside wheels 2.Each wheel 2 comprises a cover 39 on each side thereof to protect theinternal components of the wheel 2. In the vehicle 400, any one or moreof the wheels 2 may comprise internal drive and control components,including but not limited to a motor 11, a receiver 5, a battery 6, anda motor control 9. Inclusion of a fifth wheel in the vehicle 400advantageously helps to prevent the vehicle 400 from becominghigh-centered when traversing uneven terrain.

FIGS. 72-74 depict a vehicle 420 according to still another embodimentof the present disclosure. The vehicle 420 comprises four wheels 2, eachmounted to a frame 3. The frame 3 may be provided with a pivot or joint1 and with one or more suspension elements to dampen rotation at thepivot or joint 1. Each wheel 2 of the vehicle 420 comprises a seat orchair 18 mounted to an operator support 42. The operator support 42 ismounted to the wheel 2 via a bearing 55 that allows the operator support42 and the chair 18 to remain substantially stationary as the wheel 2rotates. A control joystick 40 mounted on or near the chair 18 allows anoccupant of the chair 18 to control the vehicle 420. Given that anoccupant's forward view is blocked by the wheel 2, one or more screens41 are provided in front of the occupant, which may be used to displayimages captured by, or, more preferably, a video feed from, one or bothof the cameras 31 mounted on the fore and aft ends of the frame 3. Thescreens 41 may also display data received from the sensors 27, which aremounted near the cameras. Lights 28, also mounted near the cameras 31,may be used to provide illumination when the vehicle 420 is traveling atnight.

Turning now to FIGS. 75-77, a vehicle 430 according to some embodimentsof the present disclosure comprise four wheels 2 with a frame 3 that isprovided with a rotary joint 56. The rotary joint 56 allows rotation ofthe front set of wheels 2 around a rotational axis defined by the frame3. As a result, when the vehicle 430 travels over terrain with anincreasing or decreasing slope, each set of wheels 2 can rotate asnecessary so that the axles thereof are parallel to the ground overwhich that set of wheels 2 is traveling, thus enhancing the ability ofeach wheel 2 to maintain traction.

FIG. 78 depicts a robot 440 according to one embodiment of the presentdisclosure that comprises a robotic arm 45 mounted to a frame 3 via arotary mount 43. Four wheels 2 are mounted to the frame 3, thus givingthe robot 440 locomotive ability. One or more suspension elements 26 areprovided to reduce the amount of force transmitted through the rotarymount 43. The robot 440 comprises a sensor turret 33, a camera 31, alight 28, and a plurality of antennas 32 for transmitting data capturedby the sensor turret 33 and the camera 31, and for receiving controlinformation for the sensor turret 33, the camera 31, and the robotic arm45. The robotic arm 45 comprises a robotic hand 44, which allows therobot 440 to be used, for example, for bomb disposal or other dangerousor unpleasant tasks.

FIG. 79 depicts another robot 450, which also comprises a frame 3supporting a rotary mount 43 and four wheels 2. As with the robot 440,the robot 450 includes one or more suspension elements 26 for reducingthe amount of force transmitted through the rotary mount 43. The robot450 comprises a plurality of cameras 31 mounted so as to give anoperator of the robot 450 a view of the robot 450's surroundings as wellas a view of the area in front of the robotic arm 45, and moreparticularly in front of the robotic hand 44, to facilitate operationthereof. In some embodiments, the robot 450 may be configured to operateautonomously, in which embodiments the cameras 31 may be used to gatherinformation used by a processor within the robot 450 to determine adesired path of movement as well as to identify objects to be relocated,examined, or otherwise manipulated using the robotic arm 45 and robotichand 44. A light 28 may be used to illuminate the area in front of therobotic hand 44 and thus increase the ability of the cameras 31positioned on the robotic arm 45 to capture a properly exposed image orvideo feed of that area. As with the robot 440, the robot 450 comprisesa plurality of antennas 32 for sending to and/or receiving data from acontrol station and/or a monitoring station, which may be locatedremotely.

Another robot 460 according to yet another embodiment of the presentdisclosure is depicted in FIG. 80. The robot 460 is substantiallyidentical to the robot 450, except that it utilizes a five-wheeledvehicle such as the vehicle 400. Consequently, the robotic arm 45 isattached to a robotic arm mount 57 that in turn attaches to each of theframes 3 on either side of the center wheel 2, rather than to a singlerotary mount 43 that is mounted to a single frame 3. The use of fivewheels 2 allows for a lower per-wheel distribution of weight of therobotic arm 45 and other components supported by the frames 3 of therobot 460 than with just four wheels.

As shown in FIG. 81, a vehicle 470 is equipped with two pods 46 attachedto a frame 3 provided with one or more suspension elements 26. One orboth of the pods 46, which may be adapted for carrying, for example,personnel, cargo, or instrumentation, may be equipped with a camera 31and a light 28 for use in operating the vehicle 470. Two of the fourwheels 2 of the vehicle 470 are attached to each pod 46. The operatormay be located remotely or in one of the pods 46.

According to another embodiment of the present disclosure depicted inFIG. 82, an all-terrain type vehicle 480 comprises four wheels 2attached to a frame 3. Affixed to the frame 3 are a seat 47, on which avehicle operator can sit, and footrests 49 for supporting the operator'sfeet. Handlebar 48 may be rotatably mounted to the frame 3 and may beused to control rotation of some or all of the wheels 2 around avertical axis or to control a variation in rotational speed of theleft-side wheels 2 and the right-side wheels 2 so as to providedirectional control of the vehicle 480. The handlebar 48 may be equippedwith a throttle control 51 for use by the operator in controllingacceleration and speed of the vehicle 480, as well as a brake control 50for use in slowing the vehicle. Suspension elements 26 may be providedto increase the ride comfort for the operator of the vehicle 480.

FIG. 83 depicts a vehicle 490 configured with a single pod 46. As withthe vehicle 470 of FIG. 81, the vehicle 490 is equipped with a camera31, light 28, and sensors 27, which may be used to provide data usefulfor operation of the vehicle 490. The vehicle 490 may be operated by anoperator located within the pod 46, or by a remote operator. As anotheralternative, the vehicle 490, as with other embodiments of the presentdisclosure, may be operated autonomously.

Turning now to FIG. 84, a motorized skateboard 500 may comprise a deck52 to which four wheels 2 are mounted in place of traditional skateboardtrucks. In this embodiment, the wheels 2 may be controlled remotely viaa Bluetooth or other wireless connection between the wheel 2 and a smartphone or other control device held by the operator. Each wheel 2 mayutilize a receiver 5 associated with an antenna 32 for establishing andmaintaining such a connection, and each wheel 2 may further comprise aprocessor and computer-readable memory containing instructions forexecution by the processor to enable the processor to receive andrespond to commands from the smart phone or other control device. Theseor similar components may be included in any wheel 2 disclosed hereinwhen the wheel 2 is to be controlled remotely. In some embodiments, thewheels 2 may be controlled instead using a wired controller configuredto be held by the user of the skateboard. The skateboard 500 may besteering using skid-steering (e.g. speeding up or slowing down thewheels on one side of the skateboard), leaning-induced wheel rotation(e.g. as in a traditional skateboard), or controller-induced wheelrotation (e.g. using a rack and pinion, or by independent rotation ofthe wheels).

FIGS. 85-86 depict a tracked vehicle 510 that comprises four vehicles360 (depicted in FIGS. 54-55). The drive train arms 38 of the frontvehicles 360 and of the rear vehicles 360 are connected to a fore andaft drive sprocket 54, respectively. The drive sprockets 54 drive acontinuous track 53 located in the center of the four vehicles 360. Thecontinuous track 53 beneficially prevents the tracked vehicle 510 frombottoming out when traveling over rough or uneven terrain.

It is to be understood that any wheel 2 identified in the foregoingdescription of embodiments of the present disclosure may define an innervolume comprising, among other things, a motor such as the motor 11, acontrol unit such as the control unit 9, a receiver such as the receiver5 for receiving wireless signals for controlling the motor via thecontrol unit, and one or more energy sources. Additionally, in a vehiclecomprising one or more wheels 2, the wheels 2 may be in wired connectionwith each other, and/or the wheels 2 may be in wired connection with acontrol station located on the vehicle (e.g. for steering the vehicle,controlling the motor(s) 11 within the wheel(s) 2, sending or receivingcontrol signals, and the like. Such wired connections may comprise wiresrunning through the vehicle frame.

In some embodiments, steering of multi-wheeled vehicles disclosed hereinmay be accomplished—in addition to the various steering methodsdisclosed above—by turning all of the wheels on the vehicle in acoordinated manner, or by turning some of the wheels on the vehicle in acoordinated manner, or by turning one of the wheels on the vehicle. Inembodiments without an axle entering a wheel, steering may also beaccomplished by independently rotating each wheel. For example, asix-wheeled vehicle could have independent steering allowing each wheelto rotate in any direction. To park in a spot that more traditionalvehicles (e.g. cars) could only enter using parallel parking techniques,such a vehicle could simple stop next to the parking spot, rotate itswheels ninety degrees, and drive sideways directly into the parkingspot.

Additional details of various configurations of a vehicle havingdistributed or centralized control functions will now be described inaccordance with reference to FIGS. 87-92. Referring initially to FIGS.87 and 88, one embodiment of a vehicle is depicted in which each wheel 2a-d is depicted as receiving and being responsive to control signals 61a-d transmitted by a remote controller 60. Although four wheels 2 a-dare depicted in FIG. 87, it should be appreciated that a vehicle may beequipped with a greater or lesser number of wheels 2 without departingfrom the scope of the present disclosure. In this illustrativeembodiment, a frame 3 is depicted as being configured to mechanicallysupport and connect the wheels 2 a-d. However, because each wheelcontains its own control unit 9 and is responsive to its own controlsignal 61 a-d, respectively, the frame 3 has no need for carryingelectrical communications between wheels 2 a-d. Rather, the frame 3 issimply equipped with an appropriate number of mechanical couplings 59a-d that mechanically interface a wheel 2 to the frame 3. Variousexamples of couplings 59 a-d have been depicted and described hereinincluding both fixed couplings and movable (e.g., rotatable) couplings.

In some embodiments, the remote controller 60 may be adapted to emitseparate control signals along different communication bands orsub-bands (e.g., at different frequencies, modulations, etc.).Alternatively or additionally, each separate control signal 61 a-d mayactually correspond to a piece of a single control signal and eachcontrol unit 9 of each wheel 2 may be configured to parse the singlecontrol signal and understand which portion of the single control signalcarries the control signals for that particular wheel 2. In other words,a single control signal may carry a plurality of different controlinstructions for each of the wheels 2. Each wheel 2 does not necessarilyhave to be aware of an absolute or relative position of any other wheel.Rather, as long as precision motor control devices are used at eachcontrol unit 9 and motor 11 of each wheel 2, the separate controlinstructions can be processed independently by each control unit 9 ofeach wheel 2. This effectively obviates the needs for a centralizedcoordination of control instructions or a centralize controller ingeneral. As mentioned above, each of the different control signals 61a-d may be emitted on a common carrier signal and may be modulated(e.g., frequency, amplitude, phase, etc.) onto the common carriersignal. Each wheel 2 may have an appropriate receiver 5 that receivesthe common carrier signal and then demodulates the common carrier signalto obtain the desired control instructions for that particular wheel 2.As long as each wheel 2 appropriately demodulates its own controlinstructions from the common carrier signal, each control unit 9 willrespond appropriately to the instructions transmitted by the remotecontroller 60.

As shown in FIG. 88, each of the wheels 2 may be completely modular andoperate independently with respect to the other wheels 2. In thisparticular example, each wheel 2 may be provided with a motor 11, acontrol unit 9, and a receiver 5 for receiving the control signal fromthe remote controller 60. Each wheel 2 may also be provided with its ownmechanical interconnect 62 and one or more energy sources 6 (which mayvary in both number and type from other wheels). The mechanicalinterconnect 62 provides the wheel 2 with a mechanism for interfacingwith a coupling 59 of the frame 3. The modular nature of each wheel 2ensures that if one of the wheels 2 fails, is about to fail, orotherwise requires maintenance, then the wheel that is in need ofmaintenance may be immediately replaced with a different wheel 2,thereby allowing the vehicle to remain operational while the separatewheel is maintained or repaired. Overall, this minimizes the overalldowntime for the vehicle.

FIGS. 89 and 90 depict another variation of a vehicle having modularwheels. This particular variation, however, shows a vehicle to include aframe 3 having a communication bus 63 routed therethrough. Thecommunication bus 63 may correspond to simple electrical wiring thattraverses the frame (e.g., on the inside or the outside of the frame 3)and travels between each of the wheels 2 a-d. As with the other vehicledepicted in FIGS. 87 and 88, it should be appreciated that the vehicleof FIGS. 89 and 90 may be provided with a greater or lesser number ofwheels than is depicted.

The illustrative vehicle shows the communication bus 63 traveling fromwheel to wheel 2 through both the frame 3 and each of the couplings 59.In some embodiments, one of the wheels 2 may be provided with a mastercontrol unit (MCU) 64 whereas others of the wheels 2 may not be providedwith an MCU 64. Rather, the other wheels 2 may simply include a controlunit 9 that is responsive to control signals received from the MCU 64.In some embodiments, the remote controller(s) 60 may transmit a controlsignal 61 to the MCU 64, where the control signal 61 is processed andturned into one or more individual control instructions for each of thecontrol units 9 of the wheels 2. The MCU 64 functionality and thecontrol unit 9 functionality of one wheel 2 may be integrated into asingle controller and the other wheels not having the MCU 64 may have aless complex control unit 9. The different control instructions may becarried from one wheel to the other wheels via the communication bus 63.The communication bus 63 may include, without limitation, one or morewires, one or more communication ports (e.g., serial, parallel,combinations thereof), one or more electrical contacts, etc. Morespecific types of communication buses 63 may include, withoutlimitation, a CAN bus, Ethernet, an FPD-Link, a PCIe interface, a USBport, or the like. As can be appreciated, the architecture of FIG. 89may also be achieved without a physical communication bus 63 traversingthe frame 3. For instance, a wireless communication protocol can be usedto exchange control information from the MCU 64 to other control units9. Examples of suitable wireless communication protocols include aZigBee protocol, a Bluetooth or BLE protocol, a WiFi or 802.11xprotocol, or the like.

Utilization of a wired communication protocol, however, will requireeach of the wheels 2 to be further equipped with an electricalinterconnect 65. The electrical interconnect 65 may be integrated intopart of the mechanical interconnect 62. For instance, conductive rings,quick couplings, locking ports, or the like may be used to mechanicallyand electrically connect each wheel 2 to the couplings 59. Any type ofknown electromechanical device or system may be used to achieve thecombination of the mechanical interconnect 62 and the electricalinterconnect 65.

FIGS. 91 and 92 depict yet another example of a vehicle having an MCU64. As compared with other variations depicted and described herein, theMCU 64 is not part of a particular wheel 2, but rather is incorporatedinto or mounted on the frame 3. In this particular embodiment, each ofthe wheels 2 is provided with its own control unit 9 that is responsiveto the control instructions received over the communication bus 63 fromthe MCU 64. Thus, each wheel 2 is shown to include a motor 11, controlunit 9, receiver 5, mechanical interconnect 62, electrical interconnect65, and energy source 6. The advantage to this particular design is thateach wheel 2 is similar to all other wheels 2 in the vehicle, whichmakes the replacement of each wheel easier. However, the downside tothis particular design is that if the MCU 64 fails, then the entireframe 3 will need to be replaced before the vehicle can be placed backinto operation. This may take a little more time than simply replacingone wheel 2 having an MCU 64 with another wheel 2 having an MCU 64.

While FIGS. 87-92 have shown various design configurations for avehicle, a vehicle frame, and vehicle wheels, it should be appreciatedthat other design configurations are also contemplated. In particular,the frame 3 may simply be equipped with its own receiver 5. All othercomponents (including control units 9, motors 11, MCUs 64, etc.) may bemaintained in one or more of the wheels 2. As another non-limitingexample, a receiver 5 may be provided on the frame 3 and the two frontwheels 2 may be provided with control units 9. The control units 9 ofthe front wheels 2 may provide control signals to the motors 11contained within the same wheels as the control units 9 as well as otherwheels that do not have control units 9 contained therein. For instance,a control unit 9 in the front right wheel 2 may provide control signalsto motors 11 in the front and back right wheels. Likewise, a controlunit 9 in the front left wheel 2 may provide control signals to motors11 in the front and back left wheels. Other variations and combinationsof wheels and their components may also be accommodated withoutdeparting from the scope of the present disclosure.

With reference now to FIGS. 93-99, additional details of another variantof vehicle 520 will be described in accordance with at least someembodiments of the present disclosure. The vehicle 520 is shown tohaving a plurality of wheels 2. The vehicle 520 also shows that innerwheels 2 can be connected to the frame 3 in addition to having an outerwheel also connected thereto. Alternatively or additionally, the vehicle520 may only have four wheels, but the overall width of each wheel maybe relatively larger than a normal wheel. Thus, although FIG. 93 shows apair of wheels on each side of an axle, it should be appreciated that asingle wheel may be mounted to each axle without departing from thescope of the present disclosure. The use of multiple wheels orwider-than-normal wheels can, however, help to increase the traction andgrip of the vehicle when traversing various obstacles or terrain. Insome embodiments, the inner wheel 2 may be equipped with the variouswheel components described herein (e.g., energy source, control unit,motor, receiver, etc.) whereas the outer wheel 2 may simply bemechanically connected to the inner wheel 2. Alternatively, the outerwheel 2 may be equipped with the various wheel components describedherein (e.g., energy source, control unit, motor, receiver, etc.)whereas the inner wheel 2 may simply be mechanically connected to theouter wheel 2. Alternatively, the inner and outer wheels 2 may both beequipped with some or all of the wheel components described herein andthe wheels 2 may be configured to operate in coordination with oneanother.

In addition to exhibiting the multiple wheels 2 per coupling 59, thevehicle 520 also exhibits a universal platform 66 mounted on the frame3. The platform 66 may include a substantially planar base having one ormany mounting holes that enable implements of various types to bemounted onto the platform 66. The platform 66 is basically provided as amechanism for mechanically supporting and securing an implement to theframe 3. FIGS. 93 and 94 also show that a receiver 67 may be mounted tothe frame 3 without departing from the scope of the present disclosure.The receiver 67 is shown to include a receiver antenna 68, which mayenable the receiver 67 to receive control signals 61 from a controller60. In some embodiments, the receiver 67 may correspond to a simplereceiver or the receiver may include elements of an MCU 64.

FIGS. 95-97 depict additional details of the component parts that may beincluded in the vehicle 520. In particular, a plurality of wheel mounts69 are shown as being connected to the frame 3. Each wheel mount 69 maycorrespond to a mechanical and/or electrical interface between a wheel 2and the frame 3. In the depicted embodiment, the wheel mount 69 aresubstantially secured to the frame 3 using one or more of snap fittings,screws, bolts, locking quick couplers, or the like. Each wheel mount 69may be desired to house various components that have previously beendescribed as being included in a wheel 2. In these embodiments, however,the wheel mounts 69 carry the majority of the components used to operatea wheel 2 and the wheels 2 are provided with an internal void that fitsaround the wheel mount 69. The wheel mounts 69 also contain thecomponents used to drive (e.g., rotate) a wheel 2 in a forward and/orbackward direction.

As a non-limiting example, each wheel mount 69 is shown to include aplurality of wires 70 designed to carry electrical signals (e.g.,control instructions) to/from control motors 71 and/or energy sources ofthe wheel mount 69. The wires 70 travel along the inside of the wheelmount from an inner most part of the wheel mount 69 (e.g., from an innerplate 75 nearest to the frame 3 to an outer plate 74 furthest from theframe 3). The wires 70 may interconnect with a communication bus 63 thattravels through the rest of the frame 3 via an electrical interfaceprovided in an electromechanical coupling 76.

The wheel mounts 69 are also shown to include one or many drive gears 72that are powered by the control motors 71 and/or energy sourcescontained within the wheel mount 69. In particular, a wheel 2 may beprovided with a closed end that mounts to the wheel mount 69 and has oneor more gears that interface with the gears 72. Rotation of the gears 72may result in a corresponding rotation of the wheel 2 mounted thereto.In some embodiments, one or more of the gears 72 may share a common axisof rotation with the wheel 2, although such a configuration is notrequired. It should be appreciated that any type of control motor 71and/or energy source may be used to drive the gears 72 and, in turn, thewheels 2 mounted to the gears 72. As some non-limiting examples, thecontrol motor 71 may include a servo motor, a DC electric motor, an ACelectric motor, a hydraulic motor, a stepper motor, or combinationsthereof. In some embodiments, the control motor 71 may include anintegrated servomotor having a motor, driver, encoder, and associatedelectronics integrated into a single package.

The wheel mounts 69 further show one or more spacer bars 73 thatmaintain a fixed connection and distance between the inner plate 75 andouter plate 74. One or a plurality of spacer bars 73 may be used toensure the mechanical integrity and shape of the wheel mounts 69 whensubjected to working conditions (e.g., vibration, torque, impacts,etc.). As with other embodiments depicted and described herein, it maybe desirable to maintain some or all components of the wheel mounts 69below the axis of rotation of the wheels 2. For instance, the controlmotor 71 and/or energy source may be positioned toward a bottom portionof the wheel mount 69 below the axis of rotation of the main gear 72 towhich the wheel 2 is mounted. This helps to place the center of gravityof the wheel mounts 69 below the axis of rotation of the wheel 2. Othercomponents of the wheel mount 69 such as the plates 74 and 75 may alsobe designed to have a center of gravity that is positioned below theaxis of rotation of the wheel 2. For instance, FIG. 96 shows that theplates 74 and 75 may have a tear-dropped shape in which more of thematerial of the plates 74 and 75 are positioned lower as compared to therest of the plate. This further pushes the center of mass of the plates74 and 75 below the center of the main gear 72 (and wheel 2).

As a non-limiting example, FIGS. 96 and 97 show additional details ofmounting screws or bolts that are provided on the outer face of thelargest gear 72. These mounting screws or bolts may be used to connectthe wheel 2 to the gear 72. As a non-limiting example, the inner volumeof a wheel 2 may be empty and the outer face of the wheel 2 may beclosed with a mounting plate that connects with the gear 72 via themounting screws or bolts. As the gear 72 turns under control of themotor, the wheel 2 may also turn a corresponding angle of rotation.Thus, a precise knowledge of the rotation of the largest gear 72 can becorrelated to knowledge of rotation (distance or angle) of the wheel 2.This information can be used to ensure accurate control of the vehicle520 is maintained.

Although the gear 72 and mounting screws or bolts are shown as beingprovided on the outer plate 74, it should be appreciated that the wheelmount 69 and wheel 2 may be configured to have the wheel 2 mounted tothe inner plate 75 and the gears 72 may also be provided on the innerplate 75 without departing from the scope of the present disclosure. Ingeneral, any type of configuration or wheel-mounting modification can beaccommodated without departing from the scope of the present disclosure.

FIGS. 98-99 depict additional details of the couplings 76 in accordancewith at least some embodiments of the present disclosure. The couplings76 are shown to include an adjustable c-clamp 77 having an adjustmentscrew 78 and one or more setting bolts 79. The setting bolts 79 maymechanically connect the wheel mounts 69 to the frame 3. In someembodiments, some or all of the c-clamp 77 may be electricallyconductive, thereby enabling the coupling 76 to also carry an electricalsignal between a communication bus 63 of the frame 3 and the wires 70 ofthe wheel mounts 69. Alternatively or additionally, the wires 70 maysimply pass through the c-clamp 77 and travel through the interior ofthe frame 3 without requiring a more complex electrical interfacebetween the wheel mount 69 and the frame 3. In such an embodiment,direct wired connections may carry control information between wheels 2and/or the receiver 67.

FIGS. 100 and 101 depict additional details of another vehicle 530 inaccordance with at least some embodiments of the present disclosure. Thevehicle 530 is similar to vehicle 520 except that a particular implement80 in the form of a movable arm is mounted to the platform 66. Themovable arm is but one example of an implement 80 that may be mounted tothe platform 66. This particular type of implement 80 is shown toinclude its own receiver 81 for receiving control signals from a remotecontrol 60. This means that the implement 80 may be independentlymanipulated without having to carry a control signal from the receiver67 to the implement 80. As discussed above, any other type of implementor combination of implements may be mounted to the platform 66 withoutdeparting from the scope of the present disclosure.

The implement 80 is also shown to have a track 93 incorporated thereon.The track 93 may correspond to a movable element of the implement 80that can be used to help the vehicle 530 climb or traverse obstacles.For instance, the implement 80 may correspond to an extendible ormanipulatable arm in which case the track 93 (or a device similarthereto) can be positioned on top of an obstacle. Once positioned on topof an obstacle, the arm may be manipulated and the track 93 may bedriven so as to enable the vehicle 530 to climb the obstacle. As can beappreciated, one, two, three, or more tracks or other types of movingelements such as wheels or the like may be included on the implement 80without departing from the scope of the present disclosure.

FIGS. 102 and 103 depict yet another variation of vehicle 540 inaccordance with at least some embodiments of the present disclosure. Thevehicle 540 is shown to include an adjustable frame 82 that enables thedistance D between wheels 2 to be dynamically changed during operation.In some embodiments, the adjustable frame 82 includes an adjustablesupport 83 and a control arm 84. The control arm 84 may be provided inthe form of a hydraulic or pneumatic piston whose length is changeablein response to a control signal received from a remote control 60.Alternatively or additionally, the control arm 84 may include a numberof electromechanical components (worm gears, linear motors, electroniclinear actuator, etc.) that enable the distance D between the wheels 2to be adjusted.

Dynamic adjustment of the distance D during operation allows the vehicle540 to adapt to variable terrain conditions or obstacles. For instance,the distance D may be shortened when traveling along a substantiallyflat path with relatively large obstacles to avoid high-centering thevehicle 540. Conversely, the distance D may be lengthened to enable thevehicle 540 to climb steps or obstacles of a height that could nototherwise be climbed if the distance D were maintained at a relativelyshort length.

FIGS. 104 and 105 depict another variation of vehicle 550 thataccommodates a dynamic adjustment of the distance D between wheels 2.This particular embodiment utilizes a pair of control arms 85 a, 85 bthat also function as the frame. In this embodiment, the adjustableframe 82 does not include a passive support 83. Instead, the adjustableframe 82 is composed entirely of active and adjustable arms 85 a, 85 bthat work together to adjust the distance D.

Although FIGS. 104 and 105 show the adjustable frame 82 to include twoadjustable arms 85 a, 85 b, it should be appreciated that a greater orlesser number of arms may be used without departing from the scope ofthe present disclosure. Furthermore, the types of devices used for theadjustable arms 85 a, 85 b may be similar or identical to the devicesused for control arm 84. For instance, pneumatic, hydraulic, and/orelectromechanical components may be used to adjust the length of theadjustable arms 85 a, 85 b. Mechanical stops may be provided on theadjustable arms 85 a, 85 b to limit the overall distance D to one thatis still capable of being supported by the arms 85 a, 85 b. Said anotherway, the distance D may be maintained below a particular threshold so asto avoid mechanical failure of the adjustable arms 85 a and/or 85 b.

Although the vehicles 540 and 550 are shown to include actuators thatmove linearly when adjusting the distance D, it should be appreciatedthat other components and types of motion can be utilized to adjust thedistance D. For instance, scissor-type joints or similar pivoting hingesmay be provided between arms connected to the front wheels and armsconnect to the back wheels. The scissor-type joints or pivoting hingesmay rotate to adjust the distance D. More specifically, the scissor-typejoint may have an apex located equidistance between the front and backwheels. As the joint bends, the apex of the arms may move upward,thereby decreasing the distance D. Conversely, the joint may bestraightened until the arms are substantially parallel with one another,at which point the distance D is maximized. In some embodiments, if animplement is mounted to the apex of the joint, then motion of the jointmay also facilitate the upward and/or downward movement of theimplement. This may be useful in scenarios where, for example, a cameraor the like is mounted to or near the apex. As the apex is raised, thecamera may also be raised with the apex.

With reference now to FIGS. 106-108, yet another example of a vehicle560 will be described in accordance with at least some embodiments ofthe present disclosure. The vehicle 560 is shown to include one or twotracks 86 a, 86 b that circumnavigate the wheels 2 of the vehicle 2. Thevehicle 560 is otherwise similar to vehicle 520 except for the tracks 86a, 86 b and a track arm 88 that pulls the tracks into a void spacebetween the wheels 2. The tracks 86 a, 86 b can assist the vehicle 560when climbing obstacles such as stairs, rocks, and other debris.Specifically, the tracks 86 a, 86 b include a treaded portion and anon-treaded portion 87 along their entire length. The treads of thetreaded portion enable each track to maintain a grip of any object overwhich the vehicle 560 is climbing.

The non-treaded portion 87 of the tracks 86 a, 86 b enable the tracks 86a, 86 b to interface with a track arm 88. The track arm 88 is used topull the tracks 86 a, 86 b up and between the wheels 2, rather thanallows the tracks 86 a, 86 b to travel directly between the wheels 2. Insome embodiments, the track arm 88 may be dynamically adjustable. Saidanother way, the track arm 88 may be mounted to the frame 3 with atelescoping or adjustable arm that enables the track arm 88 to be movedupward or downward with respect to the frame 3. This creates a space fora step or other obstacle to fit between the wheels 2 rather than beingpushed away from the wheels. In other words, the tracks 86 a, 86 b canmaintain a grip on objects that come between the wheels 2. This allowsthe vehicle 560 to avoid flipping over objects because the front wheels2 are allowed to traverse on top of the object. At the same time, thetracks 86 a, 86 b can gain traction on the object and enable the vehicle560 to climb across the object with little to no trouble.

It should be appreciated that the vehicle 560 may be fully tracked andwithout wheels. In other words, the tracks 86 may wrap around directpulleys or the like and the vehicle 560 may only move under operation ofthe tracks 86.

FIGS. 109-118 depict addition variants of vehicles 570, 580 that haveadditional elements further enhancing obstacle (e.g., stair, rock,and/or debris) climbing. In accordance with at least some embodiments, avehicle 570 may be provided with one or more climbing flippers 89 a, 89b, 89 c, 89 d that extend the traction area and wheel base of thevehicle 570. Although the vehicle 570 is shown to include four climbingflippers, it should be appreciated that a vehicle may include one, two,three, four, . . . , ten or more climbing flippers without departingfrom the scope of the present disclosure. Each of the flippers 89 may beprovided with climbing tracks 90 that can flip around the same axis ofrotation as the wheels 2.

The climbing flippers 89 may be manipulated independent of one anotherand independent of the wheels 2 to which they are mounted (see e.g.,FIGS. 113 and 114). For instance, a wheel 2 may be allowed to rotateabout the gear 72 to which it is mounted and the rotation of the wheel 2may not necessarily impart rotation to the flipper 89 mounted thereto.Thus, it is not necessary that the flipper 89 and wheel 2 share the sameaxis of rotation, although such a configuration is possible. The tracks90 on the flippers 89 may also be driven independently of the wheels 2and/or the movement of the flippers 89. This independent operation ofthe flippers 89 may be facilitated by dedicated flipper control motorsand control units. These control motors and/or control units may beprovided internally to the flippers 89. Alternatively or additionally,the control motor and/or control unit for a flipper 89 may be providedwithin the wheel mount 69.

In some embodiments, when the vehicle 570 encounters an object orobstacle, the flippers 89 may be raised up to allow the front wheels 2to contact the obstacle. Then, as the wheels 2 attempt to gain tractionwith the front face of the obstacle, the flipper(s) 89 of the frontwheels 2 may be rotated to contact a top or upper surface of the sameobstacle. Once contacted with the top or upper surface of the sameobstacle, the tracks 90 may be set into motion and the grip of thetracks 90 on the top of the obstacle may enable the obstacle to assistthe wheels 2 with climbing the front face of the obstacle. Once thewheels 2 are on top of the obstacle, the climbing flippers 89 may berotated out of the way to enable the vehicle 570 to climb on top of theobstacle without further obstructing the vehicles' ability to continuemoving forward. It should be appreciated that the flippers 89 may beprovided on any variation of vehicle depicted and described herein.

FIGS. 111 and 112 depict an embodiment of a vehicle 580 having more thanfour flippers 89. In particular, vehicle 580 is shown to include sixflippers 89. Four of the flippers are mounted on the outside of theouter wheels while two additional flippers 89 e, 89 f are provided inalignment with the frame 3 of the vehicle 580. These additional flippers89 e, 89 f may be used to contact and pull the vehicle 580 on top of thecenter of an obstacle whereas the outer flippers enable contacting of anobstacle at the vehicle's sides. Depending upon the nature and shape ofthe object, one, two, or all three of the flippers 89 may be manipulateto pull the vehicle 580 on top of a particular object.

As can be seen in FIGS. 115 and 116, the vehicle 570 may also beprovided with the universal platform 66 that accommodates one ormultiple implements 80. The implement(s) 80 may be used in conjunctionwith the flippers 89 to assist the vehicle with traversing and/or movingover various obstacles. Similar to vehicle 530, vehicle 570 is alsoshown to include a track 93 on its implement 80. This additional trackon the adjustable arm provides the vehicle 570 with yet another way toreach up onto an obstacle or object and pull the vehicle 570 on top ofor over the object with the track 93. An advantage of having the track93 provided on the implement 80 is that the track 93 can be moved in anynumber of directions with the arm and reach places that cannot bereached with the wheels 2 or flippers 89.

FIGS. 117 and 118 depict an example of a vehicle 580 in which theflippers 89 are not provided with tracks 90. Rather, the flippers 89 mayonly be rotatable about the center of the wheel's 2 rotation. No othermoving parts may be provided on the flippers 89. Such a configurationwill limit the functionality of the flippers 89, but also limit thepossibility of failure and, therefore, the need to replace flippers. Theuse of simplified flippers 89 as shown in FIGS. 117 and 118 can still beuseful to pull a vehicle 580 up and over a front face of an obstacle.Operating in the same way as other flippers described herein, theflippers 89 may be rotated about the wheel's 2 axis of rotation tocontact the top surface or some other surface than the front surface ofan obstacle. The flippers 89 may then be further manipulated to pull thevehicle 580 on top of the obstacle.

With reference now to FIGS. 119-122, additional details of anothervehicle 590 will be described in accordance with at least someembodiments of the present disclosure. The vehicle 590 is shown to havea different implement 91 mounted on the universal platform 66 of theframe 3. In this embodiment, the implement 91 corresponds to atelescoping and adjustable arm that has a camera or the like mounted onits distal end. The implement 91 may be independently controlled bycontrol signals issued from a remote control. In some embodiments, thearm can be raised, lowered, extended, shortened, rotated, and otherwisemoved to enable a camera mounted on the distal end of the arm to captureimages of desired objects or persons. In some embodiments, the implement91 may be provided with internal gyroscopic components, accelerometers,and control motors that enable an auto-stabilization feature to beimplemented. In particular, the accelerometers and gyroscopes (or othersensors) in the implement 91 and/or mounted to the frame 3 may measure arelative movement of the frame 3 with respect to a fixed plane or pointin space. As the frame 3 moves relative to the fixed plane or point inspace, then control motors can be used to adjust a position of theimplement 91 to continue pointing at a fixed point in space and/or tomaintain a stable position relative to a fixed plane. A feedback controlloop may be used to ensure that the implement 91 is steadily controlledwith respect to the fixed point or reference plane until suchstabilization is no longer desired.

With reference now to FIGS. 123 and 124 another example of a vehicle 600will be described in accordance with at least some embodiments of thepresent disclosure. The vehicle 600 is shown to include twelve wheels 2.Eight of the wheels 2 are provided at the front and back of the vehicle600 whereas the other four wheels are provided as center wheels 92. Thecenter wheels 92 are shown to have a larger diameter than the outerwheels 2. In some embodiments, the center wheels 92 are connected to theouter wheels 2 via a flexible and/or pivotable frame 3. The frame 3 isprovided with the capability of flexing or pivoting about the centerwheels 92. This means that when an obstacle is encountered by one of theouter wheels 2, the outer wheels 2 can begin climbing up the face of theobstacle and the frame 3 can pivot, thereby allowing the center wheels92 to get closer to the obstacle. As mentioned above, the depiction of avehicle with multiple wheels per axle is only for illustrative purposes.It should be appreciated that the vehicle 600 may actually only have sixwheels (e.g., one wheel per axle). These wheels 2 may be wider thannormal wheels (e.g., the approximate width of two wheels) or they may bethe approximate width of a normal wheel. Of course, each axle couldaccommodate multiple wheels as depicted without departing from the scopeof the present disclosure.

In some embodiments, all of the wheels may be enabled to travel on acommon plane (e.g., a flat ground surface) and the top of the centerwheels 92 may be positioned higher than the top of the outer wheels.However, as the outer wheels 2 encounter an obstacle, the top of theouter wheels 2 may rise above the top of the center wheels 92, therebyenabling the outer wheels 2 to move on top of an obstacle (e.g., astair). Once on top of the obstacle, the outer wheels 2 can pull thevehicle 600 over the obstacle while the center wheels 92 push onto theface of the obstacle. It should be appreciated that any number of wheelscan be used in this three rotational axis configuration. It should alsobe appreciated that each rotational axis does not necessarily need tohave four wheels rotating there about. Instead, a single wheel, twowheels, or more may be provided about each axis of rotation.Furthermore, while the embodiment of FIGS. 123 and 124 shows the centerwheels 92 as being larger than the outer wheels 2, it should beappreciated that such a configuration is not required. Indeed, the outerwheels 2 may be larger in diameter than the center wheels 92 or allwheels may be the same size. Further still, the frame 3 does notnecessarily have to be flexible and/or pivotable to facilitate thedesired functionality of vehicle 600.

In some embodiments, the wheels 2 and/or wheels 92 may be controlled bythe same motor controller or by different motor controllers. As anon-limiting example, the left side of the vehicle 600 (or any othervehicle described herein) may have wheels driven by a first (e.g., left)controller and the right side of the vehicle 600 may have wheels drivenby a second (e.g., right) controller. The right and left controllers mayeach receive the same control signal from a remote control 60. In someembodiments, the right and left controllers may have appropriate logicthat enables the controllers to understand how the associated left andright sides of the vehicle should be controlled so as to be responsiveto the control signal. For instance, the control signal may havecomponents for the right and left sides. Alternatively or additionally,the right and left controllers may respond to the same control signal.In some embodiments, the right motor controller may be mounted backwardas compared to the left motor controller (or vice versa). This reversemounting of the motor controllers may allow the left side to operate ona common control signal even though the motor controllers are mounted ondifferent sides of the vehicle. As a non-limiting example, left wheelscan be used to skid steer and right to skid steer. Each wheel canreceive the identical signal from the remote controller (and notdifferentiate), which is just a simple throttle response. Oncesynchronized and adjusted appropriately, these wheels can operate on thesame control signal. Alternatively or additionally, it may be possibleto have the motor controller with a reverse setting and respond inreverse to the same signal (e.g., right works backwards with respect toleft)

Specific details were given in the description to provide a thoroughunderstanding of the embodiments. However, it will be understood by oneof ordinary skill in the art that the embodiments may be practicedwithout these specific details. Additionally, the Figures do not depictwell-known features that may be needed to create a working vehicle so asnot to obscure the embodiments in unnecessary detail.

What is claimed is:
 1. A vehicle comprising: a frame; a first wheelmount connected with the frame, the first wheel mount comprising: afirst control unit; a first motor that is responsive to signals receivedfrom the first control unit; and a first set of gears that transferrotational motion from the first motor to a first wheel mounted on thefirst wheel mount, wherein the first control unit and/or first motor aremounted below an axis of rotation of the first wheel; and a second wheelmount connected with the frame, the second wheel mount comprising: asecond control unit; a second motor that is responsive to signalsreceived from the second control unit; and a second set of gears thattransfer rotational motion from the second motor to a second wheelmounted on the second wheel mount, wherein the second control unitand/or second motor are mounted below an axis of rotation of the secondwheel, and wherein the axis of rotation of the second wheel is notcoaxial with the axis of rotation of the first wheel.
 2. The vehicle ofclaim 1, wherein a center of gravity of the first wheel mount ispositioned below the axis of rotation of the first wheel.
 3. The vehicleof claim 2, wherein a center of gravity of the second wheel mount ispositioned below the axis of rotation of the second wheel.
 4. Thevehicle of claim 1, wherein the first wheel mount further compriseselectrical wiring that passes through an internal volume of the firstwheel mount and carries a control signal to or from the first controlunit.
 5. The vehicle of claim 4, wherein the frame further comprises acommunication bus that carries the control signal between the firstwheel mount and the second wheel mount.
 6. The vehicle of claim 1,wherein the first wheel mount further comprises at least one energysource mounted below the axis of rotation of the first wheel and whereinthe second wheel mount further comprises at least one energy sourcemounted below the axis of rotation of the second wheel.
 7. The vehicleof claim 1, wherein the first wheel mount further comprises an outerplate on which the first set of gears are mounted and an inner platethat is proximal to the frame and wherein the first control unit andfirst motor are mounted between the outer plate and the inner plate. 8.The vehicle of claim 7, wherein the first wheel is mounted to the firstset of gears via one or more of a screw and bolt.
 9. The vehicle ofclaim 1, further comprising: a third wheel mount connected with theframe, the third wheel mount comprising: a third control unit; a thirdmotor that is responsive to signals received from the third controlunit; and a third set of gears that transfer rotational motion from thethird motor to a third wheel mounted on the third wheel mount, whereinthe third control unit and/or third motor are mounted below an axis ofrotation of the third wheel; and a fourth wheel mount connected with theframe, the fourth wheel mount comprising: a fourth control unit; afourth motor that is responsive to signals received from the fourthcontrol unit; and a fourth set of gears that transfer rotational motionfrom the fourth motor to a fourth wheel mounted on the fourth wheelmount, wherein the fourth control unit and/or fourth motor are mountedbelow an axis of rotation of the fourth wheel.
 10. The vehicle of claim9, wherein at least one of the first control unit, the second controlunit, the third control unit, and the fourth control unit includes amaster control unit that receives a control signal from a remote controland communicates control information to others of the control units thatdo not include the master control unit.
 11. The vehicle of claim 9,wherein the first control unit, the second control unit, the thirdcontrol unit, and the fourth control unit operate independently of oneanother and without knowledge of each other's operation.
 12. The vehicleof claim 11, wherein each of the first wheel mount, the second wheelmount, the third wheel mount, and the fourth wheel mount each include areceiver that receives a control signal or portion thereof and providesthe control signal or portion thereof to the corresponding control unitmounted within the wheel mount.
 13. A modular wheel assembly for avehicle, comprising: a frame configured with an internal spacepositioned between an inner plane and an outer plane; a control unitmounted to the frame, wherein the control unit is either a mastercontrol unit (MCU) that provides control signals to other control unitsof the vehicle or a slave control unit that is responsive to an MCUlocated outside the internal space; a wheel; and a motor that isresponsive to signals received from the control unit, the motor inforce-transmitting communication with the wheel so as to rotate thewheel; wherein the control unit and/or motor are mounted within theframe below an axis of rotation of the wheel.
 14. The modular wheelassembly of claim 13, wherein a center of gravity of the frame ispositioned below the axis of rotation of the wheel.
 15. The modularwheel assembly of claim 13, further comprising an inner plate definingat least a portion of the inner plane and an outer plate defining atleast a portion of the outer plane, wherein the inner plate and theouter plate each comprise a shape that positions a center of gravity ofthe inner plate and the outer plate below the axis of rotation of thewheel.
 16. The modular wheel assembly of claim 13, further comprising: aset of gears connecting the motor and the wheel, the set of gearscomprising mounting screws or bolts that attach the wheel to the set ofgears, wherein the mounting screws or bolts enable the wheel to bereplaced with a different wheel without removing other componentsmounted in the frame.
 17. The modular wheel assembly of claim 13,further comprising one or more wires that pass through the internalspace and connect with the control unit.
 18. The modular wheel assemblyof claim 13, further comprising an energy source mounted in the internalspace and at a position below the axis of rotation of the wheel.
 19. Avehicle, comprising: a frame; a platform mounted on the frame configuredto receive one or more implements; a first wheel rotatable with respectto the frame about a first axis of rotation, the first wheel comprisingan inner volume that includes the following: a first control unit; afirst motor that is responsive to signals received from the firstcontrol unit; a first energy source; and a first set of gears thattransfer rotational motion from the first motor to the first wheel; anda second wheel rotatable with respect to the frame about a second axisof rotation that is offset relative to the first axis of rotation, thesecond wheel comprising an inner volume that includes the following: asecond control unit; a second motor that is responsive to signalsreceived from the second control unit; a second energy source; and asecond set of gears that transfer rotational motion from the secondmotor to the second wheel.
 20. The vehicle of claim 19, wherein theframe comprises an adjustable arm that enables a distance between thefirst wheel and the second wheel to be dynamically adjusted.
 21. Thevehicle of claim 19, further comprising at least one track that wrapsaround the first wheel and the second wheel, wherein the at least onetrack is further held between the first wheel and second wheel by atrack arm.
 22. The vehicle of claim 21, wherein the track arm interfaceswith the at least one track at a non-treaded portion of the at least onetrack.
 23. The vehicle of claim 21, wherein the track arm retains the atleast one track at a position that enables an obstacle to be positionedbetween the first wheel and the second wheel.
 24. The vehicle of claim19, further comprising one or more climbing flippers that are adjustableindependent of the first wheel and/or second wheel.
 25. The vehicle ofclaim 24, wherein the one or more climbing flippers further include atrack that rotates around the one or more climbing flippers.
 26. Thevehicle of claim 19, wherein the first wheel further comprises a firstreceiver in electrical communication with the first control unit,wherein the first receiver is provided in the inner volume of the firstwheel, wherein the second wheel further comprises a second receiver inelectrical communication with the second control unit, and wherein thesecond receiver is provided in the inner volume of the second wheel. 27.The vehicle of claim 19, further comprising an arm mounted to the frame,wherein the arm includes a track that is capable of being manipulatedwith the arm and placed on an object when the arm is placed on theobject, thereby enabling the vehicle to climb the object with assistancefrom the track provided on the arm.